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UNIVERSITY OF 
ILLINOIS LIBRARY 
AT URBANA - CHAMPAIGN 


BOOKSTACKS 











Digitized by the Internet Archive 
in 2021 with funding trom 
University of Illinois Urbana-Champaign 


https://archive.org/details/cityplanofcityof0Owest 


CITY PLAN 


of the city of 


Springfield, Illinois 


MEMBERS OF ZONING 


A. L. Bowen, President 

Mrs. Latuam T. SouTHER, 
Vice President 

Francis P. Ive,’ Secretary 


SAMUEL A. BuULLARD 
Mayor 


As prepared by MYRON HOWARD WEST and 
staff of the American Park Builders, under 
the direction and approval of the Springfield 


Zoning and Plan Commission. 


Adopted by the City Council of the city of 
Springfield, and made Official City Plan,1g24. 


Published by order of the City Council 


Les) 


Louis L. EMmMErson Joun H. WaLkeER 
Henry Errevsrick James A. EasLtey 
GeEorGE PASFIELD Joun A. BARBER 
R. C. LAnpHIER V. Y. DALLMAN 


MEMPBERS#O8 TA ESCrry COUNCIL 


J. Emi Situ Lioyp H. Davis 
Commissioner of Accounts Commissioner Public Health 
and Finances and Safety 


Wits J. SPAULDING 
Commissioner Public Property 


AND PLAN COMMISSION 


D. I. FoccEer 

Mrs. Geo. T. PALMER 

Harry J. REIGER 

Mayor S. A. BuLLarp 
Ex officio 


Cuar.es H. Woop 
Commissioner Streets and 
Public Improvements 





‘ ya 


v- eer Sim A | 


t 


Copyright, 1925 








ir 








CHART 32—Bird’s-eye view of proposed Municipal Group and the Lincoln Home 


LETTER OF TRANSMITTAL 


May 31, 1923 
A. L. Bowen, Chairman, 
ZONING AND PLAN COMMISSION, 
SPRINGFIELD, ILLINOIS. 


Dear Sir :— 


Herewith is submitted a report with various recommenda- 
tions accompanied by drawings, comprising what may be termed 
‘“‘A program for the improvement and extension of Springfield’’. 

This work represents long and painstaking effort on the part 
of our staff and much time and constructive criticism on the 
part of the members of your Commission. 

I can state with satisfaction that during all the months we 
have been engaged in this inspiring task, no suggestions have 
come to us from the citizens of Springfield which have expressed 
other than the desire to help all the people of Springfield in the 
greatest measure. The common thought of all with whom we 
have come into contact has been for a greater, better develop- 
ment of community life, without sectional or partisan favoritism. 
Such a sentiment by its leaders augurs well for a city’s real 
greatness. 

The Springfield Plan will prove a rare investment if followed 
consistently and with discriminating wisdom. Changing condi- 
tions may necessitate modifying its detail, but not its policy. 
Its application should not be hurried beyond reason. The right 
thing should be done at the right time and the greater perspective 
afforded by the plan will make this possible. 


Respectfully submitted, 


MyRON HowarpD WEST 


INDEX 


LETTER OF TRANSMITTAL 

FOREWORD—LINCOLN IN SPRINGFIELD 

INTRODUCTION , 

THE SPRINGFIELD AREA . : 
Proposed Impounding Lake 


ZONING : 
Gompreneneive its inn 
Immediate Zone Plan . 


MAIN THOROUGHFARES 


GENERAL STREET SYSTEM . ; 
Control of the Subdivision of eno 
Minor Street Corrections. 
Capitol Avenue and First Street idenirem 
Pavement Widths in Downtown Section . 
Furnishings of the Street 
Lighting . 
Street Tree aeaehe. 
General Street Ornamentation 


RAILROADS 
Franchises . 
Service 
Alternate eres inne : 
Consolidation Along the Wabash 
East and West Lines 


Recommended Plan of Ren rae ement 


Elevations . : 

Classification Verde ; 

Consolidated Freight Teenie 
Union Passenger Station 

Benefits . : 
Savings to the Gomme 

Cost of Carrying Out Proposed Plat 


PAGE NO. 


jee tt 
a Pas 
aes 
Ne aE 
228 
OU 


ot 


SS 
. 34 
Coste 


INDEX 


PAGE NO 

Cost TABLES Hat 5 ies 
Baltimore and Ohio Te pket % "203 
Alternate Line—B. & O. (North) . . 64 
ea oli t-Oliaeaer tee ea) eee 
Alternate C. I. & W. Cut-off . . OS 
Second Track—C. P. & St. L. . 66 
Peoria & Northern Approach . 66 
Illinois Central Second Track . 66 
Niaineroup, sae ee ee. LN) 
Piwnoissentra eae: OL 

C. & A. to Wabash neeesinele Teck mney 
Double Track Cut-off—I. C. to C. & A. . 68 
Pelee Coton, . 68 
RECAPITULATION . . 68 
STREET CARS . 69 
Present Goran 574i 
Recommendations. a FAW 
Proposed Routing of Car ities + fal 
THE PARKING OF SPRINGFIELD . ; x) ie 
The Park Situation in Seanonelde me) 
Scuoolslable. = eee he 
SCHOOL RECOMMENDATIONS tho 
School Sites in the New Biers ' ; eeasdl 

A PARK AND BOULEVARD SYSTEM FOR GREATER Satine . 83 
The Valley of Spring Creek tes 
Banks of the Proposed Lake . . 2.) 
Proposed Encircling Boulevards. . 86 
Inner Boulevards . . 86 
THE STATE BUILDING GROUP SPD Eee oh 
THE MUNICIPAL BUILDING GROUP AND THE LINCOLN HOME. 91 
MONCLUSION: 44.500 Eo eee Sa ity Clee Sean 05 


‘EIST OR ILEUS TRATING GE aS 


PAGE NO. 


BirRD’s-EYE VIEW OF PROPOSED MUNICIPAL GROUP AND 


LINCOLN HOME 


Frontispiece 


ZONE OF INFLUENCE 24 
COMPREHENSIVE ZONING PLAN 28-29 
CURVE OF POPULATION . 29 
WIND CHART. 30 
MAIN THOROUGHFARES . 30-31 
GENERAL CITY PLAN 32-33 
STREET CORRECTIONS ON GENERAL PLAN 34-35 
DETAILS OF STREET CORRECTIONS of 
CAPITOL AVENUE WIDENING 38 
FIRST STREET WIDENING 39 
Cross SECTIONS OF STREETS 41 
Cross SECTIONS OF STREETS 42 
CHART OF GRADE CROSSING ACCIDENTS . 49 
MAP OF EXISTING RAILROADS SHOWING INDUSTRIES . 50-51 
GENERAL RAILROAD MAP 51 
STUDY FOR PROPOSED UNION STATION iS 
PROFILE OF PROPOSED ELEVATION EAST AND WEST RaAIL- 
ROAD GROUP 56 
PROFILE OF PROPOSED ELEVATION NORTH AND SOUTH 
RAILROAD GROUP . a7 
TRACK PLAN AT PROPOSED UNION STATION AND FREIGHT 
TERMINAL 60 


iSO IEE WU SEATING CHARTS 


; PAGE NO. 
PROPOSED MAIN RAILROAD LINES ae hee ein OS 
PROPOSED MAIN AND SWITCHING LINES . . . . ..... 65 
EXISTING AND PROPOSED MAIN LINES . ... . . 67 
PRESENT STREET CAR LINES SHOWING DUPLICATION OF 
Sl Gi er ee Re ee Le ae. 69 
PROPOSED GENERAL STREET CAR PLAN . . . .. ... sO 73 
PARKS EEARKWAYSEAND SCHOOL DITES . . . « « « @9 
PROPOSED LAKE AND DRIVEWAYS TO NEW SALEM . .... 84 
PLAN OF STATE AND MUNICIPAL GROUPS WITH APPROACH- 
Pvt eicARK WAVS rem). Ga ke ee OS 89 
BirpD’s-EYE VIEW OF PROPOSED MUNICIPAL GROUP AND 
MSIGHEOTATION® © 9, 26 bo. 51 4,- weet w  . 90-91 
PLAN OF PROPOSED MUNICIPAL GROUP AROUND THE 
PNG OUNSELOMU Mm a mre be aee. fe eR OT 
STUDY FOR OPEN AIR FORUM—CIVIC CENTER . .. ... 92 
STUDY FOR WATER PANEL—CIVIC CENTER . .. .... 92 
WE erie CUDDY CIVIC CENTER (:) 0. eS «° sere ©0993 
SUD VarORM UAZASENTRANCH Ae Vey gt ss, 93 


SZONINGILLA NSM E Rode ey ek 
PRESENT USE MAP . 
PROPOSED USE Map 
PROPOSED HEIGHT MAP 


PROPOSED AREA MAP. 


*Maps for Immediate Zoning published separately. 


. 





LINCOLN IN SPRINGFIELD 


A FOREWORD BY THE PLAN COMMISSION 


“No one not in my situation can appreciate my feeling of sadness 

at this parting. To this place and the kindness of these people I owe 

everything. Here I have lived a quarter of a century, and have passed 

from a young to an old man. Here my children have been born, and 

one is buried. I now leave not knowing when or whether ever I may 

return, with a task before me greater than that which rested upon 

Washington. Without the assistance of that Divine Being who ever 

attended him, I cannot succeed. With that assistance, I cannot fail. 

Trusting in Him, who can go with me and remain with you and be 

everywhere for good, let us confidently hope that all will yet be well. 

To His care commending you, as I hope in your prayers you will com- 

mend me, I bid you an affectionate farewell.”’ 
O spoke Lincoln to his fellow-townsmen who had gathered at the depot to bid him 
godspeed on his journey to Washington to become the nation’s chief in the time of 
its greatest trial. 

His doubt at parting, Destiny made substance—he never in life returned. On his 
tragic death a cabinet member, who had been watching at his side, said what all the world 
has since said, ‘‘Now he belongs to the Ages.”’ 

Lincoln’s body was brought home for burial. 

Although four years earlier he had spoken of himself as an ‘‘old man’’, yet he was but 
fifty-six when he died. Most of his associates living in Springfield survived him many 
years. They were not much given to public praise of their departed friend. He had not 
been to them a superman but one of them—an able leader whom they genuinely liked and 
respected. His stories they could not forget—matchless stories full of homely humor and 
good sense, and to the point. 

These friends of his—each in his time has answered the summons. Their sons for the 
most part have followed. This is the generation of their grandsons; in them repose the 
home traditions of Lincoln. 

Of this heritage and some of its obligations and privileges we wish presently to speak. 
Just here we wish to recall that, with us, Lincoln lives in two ways: first, as we have said, 
through home traditions as might an illustrious ancestor; and second, as a world hero, of 
whom we are reminded constantly by those most welcome visitors coming to his shrine. 
Whatever may have been our understanding of Lincoln through home tradition, there can 
be no misunderstanding of the world’s opinion. With the passing of time his great human- 
ity more and more stirs the pulse of all mankind. To his home and resting place are coming 
his countrymen from every part of the Union which he saved; from the whole world, come 
rulers of states, historians, students and patriots. The humble from oppressed lands come 
here to live, as in his presence. 

We are beginning to understand that, as Mt. Vernon must be prepared to welcome the 
world which would do homage to the memory of Washington, so must we in Springfield be 
prepared to welcome through all time the pilgrims, in increasing hosts, seeking communion 
with the spirit of Lincoln. And we must offer all we can that is authentic and true, to 
satisfy their quest. 

11 


hs EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Some of our priceless possession are assured to posterity; others, may be lost if heed is 
not taken; and all can be made much more effective. It is useless to mourn the loss of 
letters, documents and effects of Mr. Lincoln’s, now gone beyond recovery, unless it will 
stir us to be more provident for the future. Those forebears of ours of whom we have 
spoken, having a store of memories of Lincoln himself, did not seem to attach great impor- 
tance to the places and things associated with his life. In some degree this feeling has come 
down to us. We see the mistake. We know the desire that people have for contact with the 
Lincoln tradition and for all tangible evidences of his way of life. 

Foremost of the memorials is Lincoln’s tomb, commonly called the ‘Lincoln Monu- 
ment”’, where he rests, and with him, all his family except his eldest son, who is living. It is 
situated in Oak Ridge Cemetery, where also rest most of his old-time friends. The site is 
good. The edifice is dignified but not pretentious, and is not unworthy of its office. The 
tomb is reached by random and indifferent roads—which is disappointing. 

Five blocks from the cen- 
ter of the city stands the house 
which his neighbors used to 
speak of as “Mr. Lincoln’s 
home’’— the home he bought 
two years after his marriage, 
in which he lived until called to 
the presidency, and the only 
one he ever owned. It isso near 
the commercial district that it 
has been crowded upon by 
buildings of various kinds. If 
left to its fate, Mr. Lincoln’s 
be ' home would eventually be 
| | PS ee a ESAS smothered. As a measure of 
. fire protection the state has 
recently bought the adjoining 
lot and removed the nearest 
building. This serves as a be- 
ginning, but it is not enough. 
The site is adrift in the city— 
which is wrong. 

Of great historical interest 
is the old state capitol, now the 
county courthouse, situated in 
the public square, where it has 
been the focus of the city’s life 
for more than three-quarters 
of a century. Its cornerstone 
was laid in 1837, following the removal of the capitol from Vandalia. Lincoln, who was then 
in the legislature, took a leading part in obtaining the capitol for Springfield. For twenty 





Courtesy Houghton Mifflin Co. 


The Lincoln Home 


LINCOLN IN SPRINGFIELD 13 





years thereafter his was a familiar and impressive figure in this building in many roles,— 
as a member of the legislature, as lawyer at the bar of the Supreme Court, and as a defender 
of human rights delivering imperishable speeches against the extension of slavery. In 1854 
in representatives’ hall he answered Senator Douglas, author and defender of the Kansas- 
Nebraska bill—a speech which carried the circuit lawyer back into the political arena and 
made him state leader of the opposing opinion. A tablet marks the room in which Lincoln 
four years later delivered his famous 
“house divided against itself’’ speech. 
This speech followed his nomination for 
United States Senator against Douglas 
and preceded the remarkable series of 
debates which gave him national fame. 
In this building Lincoln, as president- 
elect, had his receptionroom. And finally, 
here his body rested in state before burial. 
As to the building itself, those competent 
to judge say that its architecture is good, 
and typical of its period. For some years 
it may continue to serve as county build- 
ing, but not always. What shall then 
preserve this landmark rich with the 
memories of Lincoln? 

Still another memorial, which is be- 
lieved to be unequaled, is the collection 
of Lincoln documents, books and pictures 
belonging to the Illinois State Historical | eRe ok, oe 
Library contained within the beautiful The Old State Capitol 
Illinois Centennial Memorial Building on 
the new capitol grounds. This memorial should be more definitely linked with the others. 

Every visitor wishes to go to these four memorials, all of which are within the bound- 
aries of the city. They are variously in the custody of state, county and city. We have 
spoken of some of the needs of each. They all need to be connected. They are too much 
like islands, with wastes between. 

Springfield citizens after pondering these matters for some years have reached the 
conclusion that the time has come for undertaking such reconstruction of the city as may 
be necessary to suitably preserve and exhibit these priceless Lincoln memorials. And as 
the subject was studied it became clear that along with such an undertaking must be 
developed a thoroughgoing plan for the entire city. This became the task of the Zoning 
and Plan Commission; and on the plan the city planner went to work. The results are 
presented in this book. | 

It will be found that the proposed development for the Lincoln memorial areas will be 
woven into the fabric of the entire city. For example: The visitor enters through the 
gateway, the union station, and comes out on Capitol Avenue which has become a stately 
parkway bordering the Lincoln Homestead with the Capitol terminating the vista. From the 





14 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


enlarged grounds of the state group, the parkway proceeds on the north axis of the Capitol 
stretching away to the Lincoln Monument in the distance. We observe that this unit of the 
Lincoln plan involves railway reconstruction, the creation of interior parkways and their 
street-work, the widening of some streets, the removing of buildings and the vacating of 
ground for the creation of the setting for the Lincoln Homestead and the enlargement of 
the Capitol grounds, the re-routing of street car trackage—in fact, it involves all branches 
of city building, and must be an organic part of a complete plan. 

We have spoken of the situation of the Lincoln Homestead and the need of improving 
the surroundings. Here we have faced a puzzling problem. We have felt that a little plan 
would not meet the expectations of the public that revere him. Then there is the question, 
What is a fitting environment for Mr. Lincoln’s home? Certainly it is not possible to turn 
Springfield back into a town of 10,000 as of Lincoln’s day. Neither do we believe it is 
desirable to restore the neighborhood to its condition of scattered houses and unimproved 
streets of 1860. Better, it seems to us, to preserve the homestead in its original form and 
give it beautiful and dignified surroundings. Lincoln was above all a citizen; one who never 
shirked a public duty, deserted principle or compromised his conscience—all his life he was 
an example for public servants. What could be more appropriate than a civic center for 
association with the name of Lincoln? 

It is proposed to include with the 

Ais cme ee eats ein. Lincoln Homestead adjoining ground 
AGE eenge Wee : -. comprising about seven city blocks or 
x fib, Sf, mm Wie : about twenty-five acres. The plan is 
shown in this book. In brief, the idea is 





Gh a ___ the creation of a National Patriotic Cen- 
MY, ee ___ terin which Lincoln’s home would remain 
WG undisturbed. An open-air theater as a 

aS | place of public assembly would commem- 
. ke orate the spoken word of Lincoln. Bor- 





=x 
m 
= 


dering the grounds would be sites for 
national memorial, and civic buildings. 
Besides the four principal memorials 
of which we have spoken, there are within 
the city a dozen or more tablets marking 
sites and events touching the life of Lin- 
coln. A visitor who makes their round 
and hears their stories may almost review 
gee in fancy that quarter of a century of Lin- 
Courtesy Houghton Miflin Co. = coln’s life in which he ‘‘passed from a 
The old Wabash Station where Lincoln bade farewell to his youn: to an old man”. 
neighbors and friends The story of his early manhood be- 
longs to New Salem, the pioneer village 
on theSangamon. It is an inspiring story—his growth from stranger to leader, from laborer 
tolegislator. In that rude life, he became respected for his physical strength and courage, for 
his resourcefulness in any emergency, for his good humor, gentleness and honesty. There 


> adie 2 
om pe tt 


FE Eaton. 





LINCOLN IN SPRINGFIELD 15 


he read English grammar, learned and practiced surveying, was river-man, clerk and post- 
master; and began the study of law. By his exertions he succeeded in everything except 
in trade—there he failed, and was oppressed by poverty. His friendliness, activity of mind, 
and his gift for stump-speaking drew him quickly into politics. He was twice elected to 
the legislature. At Springfield, the county seat, he formed lasting friendships with public 
leaders; and when it became the 
capital, he moved there to go in- 
to the law. 

New Salem passed; but its 
chroniclewill alwayslive. Under 
the authority of the state, the 
Lincoln New Salem Association 
has acquired the old site as a 
memorial, and the state has re- 
stored several of the log cabins 
and erected a pavilion fora mu- 
seum. And so, there has been 
planned a driveway down the 
Sangamon Valley to New Salem 
to unite that memorial with the 
others. How this may be made 
a beautiful drive is told in this 
book. 

We ask a careful study of 
the complete plan which would 
join together all these Lincoln 
memorials. These things we oe 
think will be apparent: That |) Pel f fino 
this isalarge plan. That it deals is EEE yo, es 
with the most sacred memory So Ue ili 
known to the nation. That it Dads IR Kear h ana TE PRR RA ARaIEPTER: 
cannot be carried through as 
merely a local, or even a state 
undertaking. That it must be approved by the nation, and should command sympathetic 
interest wherever the name of Lincoln is spoken. 

If it be thought that we have laid too much emphasis on memorials in stone and 
bronze, our answer is: We realize that in this presentation we have passed over the true 
memorials to Lincoln, which are in our hearts and souls. But we cannot wear our hearts 
upon our sleeves nor talk about our souls. Man still needs visible symbols to stir his imag- 
ination and paint the picture. Hence our concern for the preservation of those symbols. 
To preserve and enhance those symbols—such, we believe, was the obligation laid upon us 
as of a heritage by last testament when Lincoln, with the generosity which was his nature, 
said, ‘“To this place and the kindness of these people I owe everything’’. 





The Lincoln Monument 





INTRODUCTION 


ODERN cities, for the most part, have been the direct result of industrial centraliza- 
tion, occasioned by a division of labor which supplanted the part time artisanship 
once carried on in rural districts. 

In this country during the pioneer days, most of the manufactured articles needed 
for local consumption and for limited barter abroad were made by hand in the little 
hamlets or on the farms. Textiles, shoes, guns, furniture, tools and various other com- 
modities were made in this way and there resulted an excellence of craftsmanship which 
gave a widespread reputation to these goods. 

Early New England in this way became far famed, and because of the increased 
orders for manufactured products the need arose for quantity production on an efficient 
basis. This resulted first in piece work, where the laborer made but a small portion of the 
finished article. Labor saving machinery came into use and large numbers of workmen 
were brought together, where, under competent supervision, goods could be made more 
uniformly and cheaply. Thus the factory came into existence and due to the bringing 
together of many workmen and their families thickly settled districts resulted necessitating 
stores, churches, schools, paved streets and the other requisites of urban existence. 

The modern city, therefore, presents a striking contrast in its inception and develop- 
ment to the little trading town which often formed its nucleus, or to the early European 
cities, which were walled in places of refuge and trading centers supported by the sur- 
rounding agricultural territory. 

The city of today is an earning and producing organism—a machine by which and 
through which raw materials are turned into finished products. In the complex it re- 
sembles the factory which it contains and like the factory it must operate efficiently if it 
is to meet the test imposed by modern civilization. 

While it may not be true that every city must earn its bread by the smoke of its 
chimneys, it must have a visible means of support to insure against decadence. The oft 
boasted ‘‘City of Homes”’ signifies little unless that city provides facilities by which the 
occupants of these homes may produce by their minds or their muscles to the best ad- 
vantage afforded by advanced standards. Just as competition and the law of supply and 
demand resulted in machinery, methods, and the development of plants by which better 
goods could be turned out faster and more economically, so have the demands of modern 
industry called for the building of cities in such a way that they will meet the requirements 
of modern production. Irrespective of the excellence of their integral parts they must 
fall short in this test unless they are planned and built with this object paramount. They 
must provide suitable places where industry can be carried on and must supply to these » 
industries the very best facilities of transportation and inter-city traffic; they must be able 
to receive raw products and ship finished materials to market conveniently; there must be 
adequate water supply and equitable freight rates. A high quality of workmen and a low 
labor turn over must be insured and these, in turn, require living conditions which will 
attract and hold the best class of workmen, as well as the best class of employers. Sanitary 
conditions must therefore be right, and there must be furnished schools, libraries, parks, 


17 


18 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


residential sections, street car transportation, police and fire protection, and all else that 
will make the city a satisfactory place of abode. 

We have indeed passed the point where the ordinary requisites of urban life, such as 
have been enumerated, prove sufficient to make the city outstanding and sought after. 
It is not enough to build to meet ordinary standards. There must be produced within the 
city those elements that will make for culture, refinement, the appreciation of art, and in 
general, the better things of life so that civic pride will be aroused, which must always 
reflect in the city’s renown and further progress. 

We often hear the thought expressed that it is not desirable for a city to grow larger. 
To this the answer can only be that if a city is to keep stride in the march of progress, if it 
is to meet competition, which manifestly exists between cities, and in short, if it is to keep 
from going backward, it must grow. City progress is synonymous with constantly in- 
creasing population. The life of a city, like the life of an individual, is measured by growth. 

During the years elapsing between 1869 and 1914 the population of the United States 
increased by 261 per centum. During that time the percentage of people living in cities 
increased tremendously. Perhaps the most spectacular growth in urban development has 
taken place in the middle west section of the country. 

Following the Civil War there was a decided drift of population into the Mississippi 
Valley. Railroad building began and continued with unprecedented rapidity; towns 
sprang up along these railroad lines and it was but a few years before the need for manu- 
factured products to supply the local trade caused these towns to build into cities and to 
become active centers of industrial enterprise. 

Eastern firms moved into the new country, model plants were built and, without 
in this case going through a period of hand wrought materials, there grew in competition 
with the older cities of the East, communities where industries were carried on by the most 
improved processes and under sagacious administration. This, coupled with the facts that 
these western cities had the advantage of central location for distribution, raw products 
close at hand, such as coal, ore, gas and lumber, and were surrounded with farming territory 
of wonderful fertility, gave reason for their exceedingly rapid growth. It was not long 
before a wonderful network of railroads had been built, including both trans-continental 
and feeder lines, and with the establishment of labor markets the middle western cities 
achieved a truly enviable position. 

Not a little of the successful growth of the middle western city can be attributed to its 
physical layout and to the character of the terrain upon which it was built. For the most 
part, the land was comparatively level, but sufficiently drained and cities could spread out 
in all directions using comparatively inexpensive land and being unhandicapped by steep 
grades and rock formation. 

The early town site was laid out with square or rectangular blocks and with wide 
streets as a precaution against the spread of fire. While this checkerboard plan of street 
arrangement has been severely criticized, there is no doubt that it was a vast improvement 
over the narrow, tortuous, and inconvenient streets of European and New England cities. 
These first town sites, usually covering approximately a square mile, for the most part 
constitute the central or down-town sections of our present cities. The regularity and 
generous width of streets in these sections now enables the handling of traffic in a way to 


INTRODUCTION 19 


produce envy in older cities, and further provides against the necessity for wholesale and 
costly street widening. 

Difficulties, however, began with the addition of new allotments during the first boom 
days. These were laid out by individuals or land companies without consideration for 
town planning and with the idea in mind of arranging the land into lots in a manner to 
insure the quickest and greatest returns. Important streets leading from the center of the 
city were narrowed and blocked. Grotesque and inconvenient arrangements were put on 
record. These unfortunate misfits in later years spelled unnecessary expense in providing 
public utilities and in the maintenance and use of the streets. 

A later era saw the advent of the curved street or “‘landscape”’ subdivision. This was 
oftentimes attractive in itself and became exceedingly popular for residential purposes, but 
of all the departures from the original quadrangular layout this type of subdivision has 
perhaps proved most troublesome. In too many instances main thoroughfares were 
blocked, making access to the city most inconvenient. Oftentimes these subdivisions were 
plotted on level ground where little excuse existed for curved streets and in the direct path 
of the city’s growth, forming a most effective barrier thereto. 

Had their founders realized the extent to which these cities were to grow, the original 
town sites might easily have been planned to include the fundamentals of street design, 
even then well known, and today replanning would be unnecessary. Had provision been 
made for extending the original streets in a logical manner as the town took on size, had 
diagonal thoroughfares been provided, had curved street subdivision been limited to areas 
of broken land along streams and hills, and had provision been made for railroad rights-of- 
way, school sites, parks, and public buildings, little would be left for the city planner of 
today. 

Through the lack of such a plan and through the lack of intelligent central control in 
our city development, conditions have grown worse year by year. The lack of perspective, 
the inability of city authorities to control the development of the city asa whole, and the 
leaving of this development to individuals with a ‘myriad of ideas have led to a complexity 
of structure which is hampering more and more the functioning of our cities. 

The demand for a cure for this constantly increasing evil has manifested itself in 
practically every city of importance, especially in this newer and more progressive section 
of the country, and it is interesting to note that the movement, which has to date resulted 
in the preparation of city plans of one kind or another for approximately three hundred 
of our cities, has been fostered not so much by reformers and politicians, as by groups of 
business leaders who realize that the progress of industry demands the proper structural 
upbuilding of the city in which it is contained. 

It has been amply proven that it is not enough to advertise a city, but this advertising 
must be accompanied by proof that the city in question is so built and operated as to offer 
real quality to newcomers. 

A city plan, therefore, while employing itself in the arrangement of the structural 
features which go to make up the growing city, has the closest possible relationship to that 
city’s progress from an industrial standpoint and to the development of that character of 
citizenship that makes for community strength. If properly conceived and carried out, 
the plan will inspire a city of real homes, for it will create a desire to dwell and work in the 


20 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


city and to be satisfied with it. It will lead to the adaptation of art, because it will make 
for a higher class of citizenship wherein the desire for such things is inherent and it will - 
make for a better government because of the higher average of intelligence. 

The keynote of a successful city plan must be orderliness. The various departments 
of the city should be placed in proper juxtaposition so that they will not interfere with each 
other. Thus, as it is necessary for an architect first of all to prepare a floor plan of his 
building designating where the various rooms and departments will be placed, the first 
step in city planning is to provide a skeleton showing where the various departments of 
activity may be placed to their own best advantage and for the protection of others. 

A comprehensive scheme for districting or zoning is therefore the first step to be 
undertaken, and in this connection the satisfactory placing of future industries is most 
important and therefore of first consideration. Upon this foundation other details of 
the city should be built. The street plan, the various departments of home life, the location 
of commercial areas, those for schools, parks, railroads, and street car lines, all have to 
be guided by their relation to the workshop or factory district. 

City planning in order to be worth while must in reality be regional planning, carried 
on without regard to the city’s political or geographical limits; even county and state lines 
must be disregarded in the interest of satisfactory community development. That which 
comprises the present city must be considered analogous to the first town site. The 
mistake must not be repeated of neglecting to recognize the fact that growth must continue 
due to the exertion of the city’s own expansive force and to its power to attract. The fact 
should not be overlooked that the most important application of the plan has to do with the 
fringe of the city where development is constantly taking place. Here, judicial control, 
inexpensive in itself, may prevent mistakes which would cost millions. 

The outskirts of a city always grow faster than the central districts, owing to the 
tendency towards decentralization. Manufacturing plants, outgrowing their original sites, 
move out to where land is cheaper and where more space is available for expansion. New 
industries coming to town seek the outskirts for the same reason and there it is that new 
homes are built in greater numbers. The plan, therefore, should include an area large 
enough to care for the growth of the entire community for several generations and in turn 
should be of such a nature as to provide for still further extension. Under no circum- 
stances should this greater city again be circumscribed by a broken street arrangement, or 
by an artificial barrier which may in time again hamper its growth. 

The plan should be American. While occasionally we may copy in part from European 
plans, there is no pattern which may be followed generally. The idea of the Ring thorough- 
fare, prevalent in European cities, may be applied to circumferential highways, tending to 
lead traffic around and past the congested center of the city, but it is unthinkable to adopt 
in a wholesale manner a program of crooked and narrow streets, which form the subject 
matter of so many descriptions extolling the charm and picturesqueness of medieval towns. 
Neither can we properly apply on a large scale, for the purpose of extending our present 
cities, plans which have been found satisfactory in small communities such as Hempstead, 
Litchfield, Essen, and the housing schemes carried out in this country during the war. 

We need to plan courageously and on a scale sufficiently imposing to satisfy the 
American imagination, and especially in keeping with the almost boundless horizon of this 


INTRODUCTION 24 


wonderful new country, at the same time keeping in mind the rules of city building 
economics. 

No project is too big to be undertaken if it can be proved that it will bring adequate 
returns on the investment. The American business man who today represents in type 
American leadership wants his city properly outfitted, as he requires his home, his office, 
his store, or his factory. He is willing to pay for such outfitting, but he wants to know in 
advance how the plan is going to work out and if it will be worth the cost. 

While the demand is first of all for a practical city, and while America is not generally 
reputed to be a nation of art lovers, nowhere is there a more definite movement to build 
cities that will be uniformly harmonious and beautiful than in this country. Even in 
cities which have made no provision for city planning are to be found conditions relative to 
sanitation, street maintenance, park development and home building, which in their 
uniformity of application perhaps meet no parallel abroad. It is, therefore, not so much 
the desire to emulate older cities as to continue well in the vanguard that inspires our city 
planning today. It is a movement in keeping with American progressiveness and with the 
desire of Americans to live and enjoy in the fullest measure. 





[ , 


THE SPRINGFIELD AREA 


ITHIN one hundred miles of Springfield dwell two million people, eight hundred 

thousand of whom live in cities and towns of one thousand or more. Interspersed 
is an agricultural and mining territory of unprecedented wealth. Underlying the Spring- 
field area is one of the richest coal fields in the country and this has a vital bearing on the 
City’s future. 

Within this one hundred mile radius there is a market for 150,000 kilowatts of elec- 
tric energy. It may be well to analyze the Springfield situation as regards the making 
and marketing of this potential commodity. The closest real competitors are St. Louis 
and Keokuk. It is a well understood fact that where electric energy is manufactured 
by steam power approximately four hundred tons of condensing water are needed for 
every ton of coal consumed. 

Peoria has ample water supply, but the coal at this point is poor and scarce. 
Bloomington has little coal or water and the same is true of Champaign, Mattoon and 
Sullivan. Cities in this district which have coal but little water are Pana, Centralia, 
and Belleville. Those which have ample water, but comparatively little coal include 
Alton, East St. Louis, Quincy and Decatur. 

Springfield’s present water supply militates against the development of what might 
become an important industry in itself and that which would serve as a magnet to draw new 
industries to the city. The shortage of water at present is even threatening to cause power 
companies in Springfield to abandon their locations and seek other territory. Single 
industries in smaller cities often use process water in an amount to exceed domestic use. 


A Proposed Impounding Lake 


There, however, is the Sangamon River, fortunately not leading through the built 
up sections, but within close proximity, lying to the north and northeast of the city 
and separated from the built up section by a considerable area of approximately level 
land. The character of the river valley is such that at comparatively little expense for 
land and dam, there can be created a lake some twelve miles long, with a surface area 
of fifteen square miles and impounding more than twenty-five billion gallons of water, 
sufficient, without replenishment, to supply the domestic needs of a city of 200,000 
for a period of three years. 

Such an impounding lake would undoubtedly be a great boon to the city. It would 
insure an ample water supply for the rapidly increasing domestic needs, besides fur- 
nishing facilities for water sports and lake-side cottage sites. 

The area lying to the northeast of the city is most productive of coal and is accessi- 
ble to all railroad lines entering Springfield. Situated as it is, to the leeward of the city, 
this area therefore constitutes without question the best site for future industrial growth. 

A logical growth of the residential section would be to the east, south and west of 
the industrial section. Already the trend of the better class of housing has been south- 
westerly from the center of Springfield. Broken and wooded land is always desirable 
for this purpose, especially where parks and boulevards may be arranged to use the 

23 


24 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


more rugged lands. The valley of Spring Creek, leading as it does from the Sangamon 
southwest and around the city, offers such a happy combination. Again, to the east 
of Springfield is broken ravine land of considerable natural beauty. Park lands extend- 
ing through these new districts could with little difficulty be connected with the larger 
units of Springfield’s present park system and in turn by means of parkways to the 
city’s center. In general composition, therefore, Springfield bulks well. 


EORIA 


SPRINGFIELD ILLINOIS £ 
AND ENVIRONS / 


BLOOMINGTON 


J ALINCOLN LINTON 


Cmuian luk GBuildua 
Chicage’ . SNlimets 


CHART 3—Two million people dwell within one hundred miles of Spring field 





THE SPRINGFIELD AREA She. 


From the standpoint of sanitation Springfield’s topography is excellent. The Spring 
Creek Valley provides a way for carrying sewage from the extreme south section of the city 
to an admirable site for a disposal plant, well below the present water works, while the 
natural divide to the southeast makes possible, if needed, a secondary disposal plant with- 
out pollution of the Sangamon above. 

From the standpoint of transportation, Springfield is well supplied with railroads 
approaching from all points of the compass. On the whole, the service is prompt and efficient. 

Springfield has been described as a city of homes. The city possesses many fine 
residences. What is more important, however, is the comparatively large number of well 
kept but modest homes, owned by their occupants. The wealth of a city rests not so much 
upon the number of its show places, as upon the fact that its citizens for the most part are 
permanent residents, owning their own plots of land, thus insuring against labor turn over 
and a lack of civic interest. 

The fact that Springfield is the capital city of the state has an important bearing upon 
the policy of any plan for its betterment. 

It may be that in certain cases leaders in cities have regretted the presence of the state 
capitol and it may be said in passing that certain capital cities have progressed in spite of 
the state capitol, rather 
than because of it. There 
is perhaps no legitimate 
reason why the presence of 
a capitol and its companion 
buildings should have 
other effect than to lend 
prominence to the city in 
question, as well as to add 
beauty and grandeur. 

In order that the pub- 
lic grounds and buildings 
of Springfield may be de- 
signed on a scale suffici- 
ently imposing to be in 
keepingwith the great state The Sangamon may easily be broadened to a great impounding lake 
they represent, they must to supply the Springfield community 
be kept free from unfortunate association with factories, railroad yards, and the like. 
The zoning and railroad plans, therefore, take on added significance in this instance. 

Historically, Springfield occupies a place distinct, for out of a galaxy of great deeds 
and the presence of great men stands forth her intimate association with Abraham Lincoln. 
Springfield can not boast of his birthplace, but here it was that Lincoln lived, moved and 
was loved. Here, in the only home he ever owned, were born in him those qualities of states- 
manship, which, added to those of manhood, have caused him to be called the “greatest 
since St. Paul’’—here his body rests, and because of these things Springfield is a mecca for 
patriotic Americans. It is fitting, therefore, that Springfield should be the capital of the 
State, that every public servant sent thereto by a self-governing people may receive 
inspiration for service. 








ZONING 


URING recent years the zoning of cities has achieved great popularity. A recent 
bulletin issued by the United States Department of Commerce states that 24,000,000 
people or 43% of the urban population of the United States live in zoned cities. On 
January 1, 1925, three hundred and twenty cities were zoned, as compared with one hun- 
dred and fifty-nine in 1923. Enabling acts permitting zoning have been passed or are being 
passed by nearly every state in the Union. 

The zoning movement unquestionably started from the inherent desire to protect the 
home against encroachment by factories, stores, filling stations and apartment houses. 

The protection of the home is one of the foundation principles of our democracy and it 
is not surprising that zoning should at once meet with popular favor. People are apt to 
overlook the fact however that it is quite as important to protect industries and even stores 
and apartments, which after all are necessary to urban development and should be pro- 
tected and safeguarded. 

Land so situated as to be primarily useful for purposes other than the building of 
residences takes on a consequence all its own. This fact should be taken into consideration 
and property values maintained and encouraged, especially if by doing so the entire com- 
munity is benefited from the standpoint of convenience. 

Zoning when considered as a part of city planning should be applied first of all to that 
part of the city which is concerned in producing wealth and perhaps only incidentally to 
that part which furnishes domicile. 

Unfortunately, zoning as it is commonly applied has to do merely with conditions 
existing in the city in question at the time being. Zones of use accompanied by those of 
height and area of buildings are established by ordinance and made to fit conditions which 
must of necessity be considered temporary and transitory. A very obvious fact is over- 
looked—that the city in question is constantly subject to growth and expansion and that 
these zones of use must grow accordingly. 

The enlargement of zones is generally left to the discretion of a board of appeals or 
similar organization which passes upon requests by property owners and is continually 
engaged in making enlargements and adjustments to the zones at first laid down. Such 
boards of appeals are made up for the most part of citizens not versed in the science of 
zoning and who many times are not guided by the advice and consultation of city plan 
experts. The result is that zones at first arranged with more or less scientific applicability 
are allowed to spread out indiscriminately and without a definite purpose in view. This 
process over a time creates quite as bad a condition as prevailed before zoning was 
applied. | 

It is perhaps due to this fact as much as to any other that zoning is already meeting 
with no small degree of distrust and apprehension, so much so that courts are handing 
down many conflicting decisions which might indicate that the whole theory of zoning is at’ 
this particular time in serious jeopardy. 

The trouble apparently lies in attempting to thrust zoning upon cities without a com- 
prehensive program to begin with. Zoning should be fundamental rather than superficial. 
It should be to the city exactly what the floor plan of a building is to the structure. It 

27 


28 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


should lay out at the onset in a broad and comprehensive manner the areas which are best 
suited for various activities and in order to do this the zoning plan must reach out far 
beyond the built up section of the city and must form the foundation of the plan, regional 
in scope, sufficient to accommodate the city’s growth over several generations. 

There should then be prepared on a smaller scale and in more detail a zoning plan and 
ordinance to fit existing conditions and this may be termed the immediate or first step plan. 
Put into force, this plan will take care of the existing situation and will at once stop many 
abuses. Enlargements and alterations to this first step plan can then be made with the 
comprehensive zone plan as the definite objective, and in this manner the board of appeals 
is given a carefully thought out program of action. 

It is reasonable to assume that courts will take cognizance of the vital relation of zon- 
ing to proper city building when such a comprehensive plan for zoning is made the founda- 
tion of the city plan, rather than to be influenced by sentiment or by land values. 

Very largely zoning is applied and kept in force by public sentiment and unless good 
and sound reasons can be set forth for the location of zones within prescribed boundaries, 
this vital aid is apt to be withdrawn. 

Partial and piecemeal zoning can never justify itself, either in the minds of jurists or 
the public in general. 


Comprehensive Zone Plan: 

Zoning for Springfield therefore begins with the blocking out into zones of use the 
entire area considered in the plan for greater Springfield, namely that area comprising 
6,643 acres made up of streets, town lots and building sites already in use by the com- 
munity, and in addition 10,497 acres or 16.4 square miles comprising land now lying 
around the city but which during the next two or more generations will under normal 
conditions be needed for the city’s growth and expansion. 

As shown by Chart No. 4, this entire area has been divided intozones for distinct uses 
and this division has been made with full consideration to various influencing conditions, 
such as prevailing winds, character of terrain, location of water supply, position of rail- 
roads, trend of city growth, location of present industries, of coal deposits, and the like. 

Based upon this comprehensive zone plan theplans for main thoroughfares, secondary 
streets, railroad corrections, street car line extensions, park locations, and in fact all other 
plans in connection with this work were drawn, and finally there has been prepared the 
immediate or first step zone plan, in more detail and accompanied by an ordinance, which 
on July 28th, 1924 was adopted by the Springfield City Council and published separately 
in pamphlet form. 

It is obvious that the comprehensive zone plan can not be so adopted by the municipal 
government for the reason that it is applied to territory in many cases lying far beyond the 
present city limits. 

Both the comprehensive and immediate zone plans bear a definite relation to areas now 
occupied for various purposes in the present city. In the present built up city 200 acres 
are devoted to industries, 300 acres to railroads, 200 acres to stores and commercial institu- 
tions, 130 acres to apartment houses, and 5,753 acres to single family houses and scattered 
vacant building lots. In addition there are 1,000 acres in parks. 








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ZONING PLAN 29 





The average population density over the entire city within the present city limits is 8.7 
people to the acre, the average density in the residential section being 10.3 people to the 
acre. Based on an average population density of 12 to the acre, which is considered con- 
servative for Springfield but is low for larger cities, greater Springfield is arranged to 
accommodate approximately 200,000 people, which as indicated by the population curve 
will be in the community by the year 1968. 

In referring to the popula- 
tion curve, Chart No. 2, it will be 
seen that the rate of growth has 
had a tendency to decrease, as for 
instance from 105% per decade 
in 1860 to 14% in 1880. In 1910 
the rate of growth was 52%, while 
in 1920 it dropped again to 15%. 
The average rate of growth has 
therefore decreased over this 
period at the rate of 2.7% per dec- 
ade. This has been taken into 
consideration in the plotting of 
the curve for increased popula- 
tion. 

The comprehensive plan 
shows in comparison with the 
above acreage, 2,100 acres de- 
voted to heavy industries, 350 
acres to light industries, 800 
acres to commercial uses, 1,840 
acres to apartments, and 3,000 
acres to schools, parks, and forest 
preserves. 

It will be noted that the 
heavy industrial district has been 

located to the northeast of the 

CHART 2 - : . 

Population Cates {ee Serenricit city, spreading out ina fan shaped 

area from a point now forming 

one of the industrial sections. There are several reasons for this particular location. First— 

as will be noted by the wind chart, prevailing winds are from the southwest. A factory dis- 

trict to the leeward of the city would be therefore far less objectionable from the standpoint 

of smoke, gases and noises. The character of the terrain in this location is suitable for fac- 

tories and their attendant freight lines. This location would also place the factories nearer 

to the large existing coal mines and to the proposed impounding lake from which water 
could be secured at minimum expense. 

Districts for light industry are placed as buffer strips between the heavy industrial 
and residential sections, and in such locations as to include most of the present factories, 

















































































































































































































20) EXTENSION AND IMPROVEMENT OF SPRINGFIELD, 


it being proposed that while these 
existing industries would not be 
molested they would be encour- 
aged to gradually transform into 
uses not objectionable to sur- 
rounding territory. 

The commercial district 
would absorb the present down- 
town retail section and would 
extend eastward in the general 
direction of assumed industrial 
growth. 

Neighborhood commercial 
districts are placed at convenient 
points to serve to the best ad- 
vantage the residence districts 
around. 

In this plan comparatively 
large areas are designated for 
apartments. These would natur- 
ally be grouped close in on land 
which in time will be too valuable 
to be used for single family houses. 

The comprehensive zone 
plan also sets forth areas for 
parks, forest preserves, boule- 
vards, and school sites. 


Immediate Zone Plan*: 
As set forth ina separate 











ILLINOIS 








WIND CHART 
LEGEND 
PRESENT CITY OF SPRINGFIELD 


FuTuRE City OF SPRINGFIELD [__) 
PROPOSED FACTORY DISTRICT E=3 








Average prevailing winds over 40 year period compiled 
from U.S. Government records 


publication, the immediate zone plan consists of three charts showing restricted areas for 
special uses, height and area of buildings. 

The following table shows comparative areas in use in the present city and as provided 
for under the comprehensive and immediate zone plans. 


Heavy Industries... 
Light Industries.... 
Commercialieeee ess 
Apartments.; 4... 


Present Immediate Comprehensive 


Area Zoning Plan Zoning Plan 
200 Acres 1100 Acres 2100 Acres 
GUS 453. shilra 
20 Se0) pan SLD» ae 
150 ee 70 Mea 1840“ 


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MAIN THOROUGHFARES 


HART No. 6 shows a proposed system of main traffic ways leading into and through 

Springfield. 

It is suggested that the portion of Eighth Street between Sangamon and Peoria Avenue 
be widened to eighty feet to facilitate traffic through the city on Sixth Street. 

In order to take care of through traffic to the southwest, Ninth Street should be 
extended to the South Jacksonville and St. Louis Roads by a new thoroughfare along the 
Wabash Railroad right-of-way. Much of the through truck service would in this way be 
diverted from Sixth to Ninth Street, relieving present congestion in the downtown 
section. 

Washington Street, east and west through the city, would be connected with Jefferson 
Street with a short cut-off east of Walnut. This would give a better connection with the 
important Beardstown Road. East Washington Street is connected with Clear Lake 
Avenue, and a northeast diagonal is shown connecting with E. Grand Avenue and the 
Riverton Road. 

The Petersburg Road from the northwest would be widened with connections to the 
southeast with Carpenter and Washington Streets. 

A connection is shown with the Cantrall Road leading to the southeast over Spring 
Creek and joining with First Street, which in turn is extended past the cemetery and into 
the proposed boulevard on First Street. 

To the southwest Lawrence Avenue is connected with the North Jacksonville Road 
by two proposed diagonal streets between Lawrence and South Grand Avenue. 

Eighteenth and Wheeler Avenue are carried through with curved connections at 
Vine Street and the Litchfield Road. 

Rochester Street to the southeast connecting with Cook Street is shown widened and 
extended, making a better connection with the south road to Decatur. 

Peoria Road is shown widened to one hundred feet from Eighth Street. 

South Grand Avenue would be carried through to connect with the Jacksonville Road. 

The widening and parking of Capitol Avenue and First Street, discussed later under 
the Park and Boulevard Plan, will have an important bearing in this scheme of main 
thoroughfares. 

These main thoroughfares, consisting for the most part of existing city streets and 
country roads, thus connected and extended furnish a framework for the secondary street 
system. They enable the extension of car lines at satisfactory intervals and furnish con- 
tinuous through routes for both long distance traffic and for direct traffic between inter- 
city points. 

These thoroughfares should be widened to provide for the excessive use they will be 
forced to accommodate. In most cases they should be not less than one hundred feet in 
width. In the case of extensions the necessary width may easily be taken care of when 
land is plotted. The widening of country roads may also be easily carried out. In the 
widening of city streets, however, considerable forethought and not a little expense may be 
necessary. The method best employed undoubtedly will be to establish by ordinance a set- 
back of building lines and to fix upon damages to property owners as new buildings are 

31 


OZ EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


erected. In most cases, however, these damages may in reality become benefits when 
increased frontage values due to the street widening are duly considered. 


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THE GENERAL STREET SYSTEM 


HE street system proposed calls for rectangular blocks with diagonals and with 

curved streets for residence districts along streams and ravines. Blocks are arranged 
eight by fourteen to the mile with one hundred foot streets on mile and half mile lines, and 
sixty-six foot streets elsewhere, except in the factory district. 

Standard block sizes are 585.5 by 306.3 feet, providing 153-feet depth of lots. It is 
recommended that no alleys be used other than in the manufacturing and commercial 
districts. 

Blocks have been arranged as far as possible with their long axes toward the city’s 
center. Great care has been taken to make logical connections with existing streets. 

Curved street plotting has been utilized in districts remote from the industrial section 
and where the topography of the land makes such street arrangement more pleasing and 
economical. Care has been exercised to extend these curved streets through to logical 
connections with both exist- 
ing and proposed thorough- 
fares, so that no blocking of 
traffic will result in their use. 

Areas arranged with 
curved streets generally 
have somewhat larger blocks 
than in standard plotting. 
This is desirable on account 
of the demand for larger lots 
in the better residential sec- 
tions and by reason of the 
fact that it has been found 
desirable in such plotting 
to minimize street intersec- 
tions. One of the examples of bad street plotting, nearly three hundred of which 

Crested ifficulty hoe were found in the Springfield survey. 
been found in harmonizing the variety of block arrangements found in Springfield. De- 
tached additions have been plotted with various sized blocks and with streets not in line 
with older additions. To connect these detached streets it has often been found necessary 
to use curved intersections. 

The street plotting has been carefully fitted with the proposed park areas and attend- 
ant parkways leading along the ravines and water-ways. 

In the industrial district the plan provides for six by ten blocks to the square mile 
with one hundred foot streets on section and half section lines, with sixty foot longitudinal 
and seventy foot horizontal streets. Blocks would be bisected the long way by railroad 
streets of forty-five feet in width, which would provide for a single line of track and 
parallel switches. This arrangement would give a lot depth of 207.5 feet, which is ample 
for factory units. 

As usual, considerable saving has been shown in the proposed scheme as compared 

33 





34 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


with the present street layout. This is more easily demonstrated on account of the large 
areas in Springfield plotted to square blocks of rather small dimensions. In the central 
portion of the city 36 percent of the entire area is contained in streets, or 23.76 miles 
of street to the square mile. In comparison, the average area devoted to streets in the 
proposed plotting is 27.94 percent or 20.5 miles to the square mile. Reducing this to 
miles of streets saved in the new plotting, as compared with what would have obtained had 
the original plan of Springfield been extended, a saving is shown of eighty-five street miles 
representing $8,693,000.00 in land, figured at an average price of twenty cents per square 
foot, and $14,314,000.00 in street improvements, or a total of $23,000,000.00. 

While it is true that this large amount of money would be expended under ordinary 
circumstances by individuals in developing private land for sale and that this money would 
be returned with profit through the sale of lots, nevertheless, it represents a vast amount of 
unnecessary waste which must be reflected in land values and which in turn would handicap 
the city in its competition with others more scientifically arranged. 

Money always represents carrying charges and the capitalization of this amount, 
based upon 200,000 population, indicates that every man, woman and child in Springfield, 
say forty years hence, would be represented by an annual carrying charge of $5.75, or, 
figured on the basis of families and assuming one family to every five people, each family 
would be represented by an annual charge of approximately twenty-five dollars. 

It will be seen, therefore, that although the chief end in view in planning streets is to 
provide adequate and convenient traffic ways and an economical use of land, not the least 
to be achieved in this respect is the saving of money to city dwellers. 


Control of the Subdivision of Land 


The City Plan Commission can therefore perform no more important service to the 
community than by acting as a “‘watch-dog’”’ regarding the future platting of land in 
and around the city. 

In this respect the Commission is aided by House Bill No. 306, approved by the 
Illinois Legislature June 24, 1921, which provides under Section 3 that: 

‘“‘No map or plat of any subdivision presented for record, affecting land within the 
corporate limits of any city, village or incorporated town which has adopted heretofore 
or shall adopt hereafter an official plan in the manner prescribed in this Act, or in con- 
tiguous territory outside of and distant not more than one and one half miles from such 
limits and not included in any city, village or incorporated town, shall be entitled to 
record or shall be valid unless the subdivision thereon shown, shali provide for streets, 
alleys, and public grounds in conformity with any requirements applicable thereto of 
such official plan.” | 

Realizing, as we do, the importance of considering such a city plan as this as a flexible 
thing which should be looked upon as a general guide only in steering the structural 
upbuilding of the city, we recommend that certain regulations for the plotting of land 
be required. We believe that once it is understood by the citizens of Springfield that the 
real policy of this plan is to work the greatest good to the greatest number, that little 
opposition will be found on the part of property owners in conforming to its basic recom- 
mendations. 


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THE GENERAL STREET SYSTEM a 


It is suggested that the following rules be adopted concerning the future subdivision 
of land: 


Rules for the Subdivision of Land 


Preliminary: 


Parties seeking to subdivide land: 1. Shall file preliminary plat showing the property 
as proposed to be subdivided, and its location with respect to existing streets and prop- 
erty lines. Show all streets or highways bounding, abutting or approaching the property 
within 400 feet of any point of the property. 

2. The plat must show relative elevations by contours with respect to the city 
datum of not more than five foot intervals, must show existing and proposed elevations 
of street corners, size of lots, location of proposed streets, alleys and parkings and the 
location of existing sewer and water mains adjoining or through the property. 

3. Commission will indicate tentative approval or request certain changes within 
30 days, or may reject entirely if plan is out of harmony with the program of the Plan- 
ning Commission for the territory involved. 


Final: 


4. Property owners shall then proceed to stake the property as nearly as practicable 
to the sketch plan, as submitted or as modified by the Commission. 

5. Final plat shall be presented for approval within six months of tentative approval, 
and must be approved or rejected within 30 days. 

5-A. Plats shall be on brown detail paper, mounted on cloth 17 x 22 inches. Scale 
shall be not larger than 1 inch to 40 feet, nor smaller than 1 inch to 200 ft. If more 
than one sheet is required, the title, description of property, surveyor’s certificate, 
Owner's certificate, dedication of streets and alleys, etc. shall be on the first sheet, and 
no part of the plat shall appear on the first sheet. A small scale index plat showing 
the boundary of the portions appearing on each sheet shall appear on the first sheet. 
Each sheet shall be marked with the title of the subdivision, owner, scale, date filed, 
and the statement ‘‘This is sheet number ........ Offs aiseries Offers: 4 sheets. 
Brown line prints from a Van Dyke negative mounted on muslin will be accepted if 
clear and distinct. 

5-B. Platting shall provide for continuity of streets approaching it and shall not be 
so platted as to make the use of any adjoining property impractical or uneconomical. 

6. Plat must show: length and direction of all boundary lines of property; lots and 
blocks, and must show clearly all streets, alleys and public grounds, and must carry a 
conveyance by the owners of these streets, alleys, parks and parkways to the public. 

7. When curved streets are used, the plat must show the radius, degree of curve 
and central angle of all curves, except where a curve of 100 feet or less is used to cut back 
a lot corner (and effects only one lot) for better turn, it will be sufficient to show only 
the radius and main chord. Length and direction of all main chords shall be shown. 

8. When a change of curvature occurs along the boundary of a lot, the distance from 
the lot corner to the point of such change shall be shown. 

9. Where street intersections or junctions occur, the length and direction of the sub 


36 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


chord from the beginning and end of the curve or curves intersecting or joining to the 
point of intersection or junction shall be shown. 

10. The plat shall show the proposed elevation of all street intersections and of 
all high and low points in the profile of the streets, and shall show the gradient of all 
streets or portions thereof, when such gradient is greater than 3 per centum. 

11. Monuments consisting of 4-inch square stone or concrete posts not less than 3 feet 
long shall be placed at all corners of the property, at all corners of blocks, at all inter- 
sections of principal back lot lines with the street line and at all angles or changes in 
direction of back lot lines and street lines. When curved streets are used monuments 
shall be placed in the property line on each side of the street, opposite all points of be- 
ginning, ending, or change of curvature. The distance from the center line of the street 
shall be shown for all monuments placed in the property line. 

12. The plat shall carry a surveyor’s certificate stating that he did the platting at 
the direction of the owner, attesting its accuracy and that monuments are in at all points 
designated on the plan, and at all points required by these regulations. 

13. The plat shall carry an owner’s certificate stating that he has caused the ground 
to be platted as shown, and that he is the owner of the land. 

14. Owner must file a bond that he will grade all streets to the grades he has in- 
dicated on the plat within a period of 2 years, providing that if he does not do so the 
Commission may contract for the work and levy against the owner’s bond, the property, 
or both, for payment. 


Minor Street Corrections 

Fortunately, there are comparatively few corrections of existing streets needed in 
Springfield. Wherever corrections are suggested they are shown to have a bearing upon the 
entire structure of the greater city and are not recommended purely from the standpoint of 
local needs. Chart No. 10 shows a number of such proposed corrections. 

JACKSON STREET is shown extended between Fifth and Sixth Streets. This improve- 
ment should be undertaken to give better circulation of traffic in the neighborhood of the 
Capitol and to supplement the approach thereto by Capitol Avenue. Unless undertaken 
shortly this improvement is in danger of being forestalled by the erection of new 
buildings. 

Cass STREET is shown connected with Canedy, which in turn would be widened 
between First and Pasfield. This would make an important thoroughfare connection with 
Fayette Avenue past Washington Park and out of town to the west. 

JEFFERSON STREET is shown connected with Washington by a diagonal. 

KLEIN STREET would be extended to make connections with Grand Avenue and 
Washington Street. 

REISCH STREET is extended through to the south connecting with Mason Street. 

OspuRN AVENUE is extended to connect with Miller Street on the south and Yates 
Avenue on the north. 

First STREET would be carried around on a curve to connect with the northern 
extension of Third street. 

With the proposed railroad changes Keys Avenue can be extended easterly, widened 


THE GENERAL STREET SYSTEM ii 


and joined with Watch Avenue and carried out to the proposed diagonal through the 
factory district to the northeast. 


An important connection is shown between Reynolds Street and Wheeler Avenue at 
Nineteenth Street, which in turn would be extended north through the factory district. 


THE SPRINGFIELD PLAN 


STREET | CORRECTIONS 























= altel 


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5 | | nt] 8 | 
3 4 


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BOA ngegy ee 
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poishess : ne 
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5 





CHART 11 


38 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Lawrence, Cass, Clay, Scarritt, Allen and Vine Streets would be extended east to 


meet corresponding thoroughfares east of the Wabash shops. 
Sixteenth and Seventeenth Streets would be prolonged to Adams Street. 
It is suggested that Clear Lake Road be vacated between Nineteenth and Twentieth 


Streets and combined with Washington Street by a connection east of Twentieth Street. 
Locust, Whittier, English, Hlinois, West and other minor streets would according to 


the plan be extended to make satisfactory connections. 


THE SPRINGFIELD PLAN 


CAPITOL AVENUE WIDENING 


© & ; 
Di ble 6 Mn. . 
ANNAANNUANNANNAANANAARAAANANAANARAANANAN 4 ANANRAARAUAWARANY RRR RR 


AVE 


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K 
> CAPITOL 
z 
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SCALE IN FEET 


700 30200 900 











faut 2d 





CHART 12 


THE GENERAL STREET SYSTEM 39 


THE SPRINGFIELD PLAN 


FIRST STREET WIDENING 














MIL L ER 








rae 




































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oocgouogooost 


CHART 13 


40 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Capitol Avenue and First Street Widening 

It is recommended that Capitol Avenue be widened to one hundred eighty feet from 
the proposed union station site to Seventh Street, and to one hundred twenty feet from 
this point to the Capitol. 

It is further recommended that First Street be widened over its entire length from the 
Capitol to Oak Ridge Cemetery and from the Capitol south to Scarritt Street to one 
hundred thirty feet. 


Pavement Widths in the Downtown Section 

We have recommended in a separate report that in new paving operations the pave- 
ment width of Washington Street from Second to Tenth Street, and Fifth Street from 
Monroe to Madison be made fifty-six feet; that Capitol Avenue pavement. be forty-six 
feet, and that Jefferson 
from Second to Tenth 
Street be forty-eight feet 
in width. 

We would suggest that 
in future cases of street re- 
habilitation pavement 
widths of fifty-six feet be 
secured, if possible, on all 
streets on which there will 
be double car lines. This 
will give room for parking 
cars along the curbs and 
for one line of vehicles to 
move without obstruction 

First Street approach to Capitol on each side of the car 

tracks. On streets contain- 

ing one car line forty-six feet between curbs should be maintained, and on streets 
containing no car lines at least thirty-six feet. 

An important point in the consideration of street widths is the radii of curbs at inter- 
sections. No small amount of congestion is caused by sharp corners, thereby forcing larger 
cars and trucks to take to the center of the stréet in making turns. In Milwaukee, Wiscon- 
sin, an ordinance requires that the length of radius be equal to the shortest distance from 
curb to property line and should in no case be less than fifteen feet. The setback of building 
lines has an important bearing upon this subject as it determines the range of visibility. 

Unquestionably the greatest danger in automobile operation exists in the outlying 
residential sections where cars are apt to move at greater speed. Usually single family 
residences are surrounded by yards, giving ample setback to enable unobstructed views 
across the corners. Corner stores and apartment houses, however, are apt to build up 
to the property line, thereby shutting off the view and bringing about dangerous situa- 
tions. Setback from front property lines as provided in the zoning ordinance is important 
in this connection. 





THE GENERAL STREET SYSTEM 41 


Furnishings of the Street 

The street is most intimately associated with all phases of city life and its arrangement 
and furnishings have no small part in influencing the city’s standing and desirability. 

It is essential that the streets should be more than mere traffic ways made passable 
in order that people may reach their places of business from their homes, or in order to 
carry the vehicular traffic necessary to the city’s operation. 

Like all other parts of the city, the street is apt to be built erratically and without 
program. Paving, lighting, planting and general ornamentation are apt to vary according 
to the ideas of individual property holders or successive city administrations. The street 
system when viewed as a whole often presents a very heterogeneous and unsatisfactory 





aspect. 

Nota small part of the dis- a 
comfort incident to the use of | THE SPRINGFIELD | PLAN 
streets is due to the constant | coe eg ee 
change in types of pavement a a ibe? 
and their inappropriateness. ; i ‘s ieee 
Various kinds of paving should i & Be Re 


be selected to fit certain types 
of streets. It stands to reason 
that streets subjected to heavy 
traffic, such as those around the 





—_—_——_—— #2. — 


WEST CAPITOL AVE. 





freight yards, warehouse dis-_ | ae cn aoe 
tricts, and in the central busi- | a Tepe” Sg 


ee, 


L 


ness section, should be built of 
such materials and in such man- 
ner as to best meet this parti- 
cular condition, while streets in 
the residential section, serving 
only to accommodate compara- 
tively light traffic, should be 
paved accordingly. 

Asphaltic concrete pave- 
ments have proved very satis- 


fe a 
(od imei q 
factory in residential districts : 
and on park driveways. These 


can be laid by municipal forces Cmerican Peas Busittorey 
FS 3 Hage 

at a considerable saving under 
ordinary contract prices. These 
pavements are sanitary, easily kept clean, are resilient and noiseless and have estab- 
lished a reputation for withstanding for long periods present day traffic. 

Vitrified brick, granite block, and wood block, properly laid on suitable foundations 
possibly are best for heavy traffic thoroughfares, where the character of use remains fairly 
constant. 








FIRST STREET. WILLIAMS BLVD. 








EAST CAPITOL AVE. 














CHART 9 


42 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


It is desirable that streets be improved uniformly over their entire length and not be 
subjected to repeated changes in types of paving, lighting, etc. 


Lighting 

While details such as street lighting do not come strictly within the province of city 
planning, some general policy should be adopted and kept in mind regarding this very 
important element of street furnishing. Styles in lighting will unquestionably change from 
time to time, but street lighting of some sort will always be necessary. 

The science of street lighting has progressed rapidly within the last decade. Not 
long ago we had to be content with an occasional gas light at street corners. Then came 
the overhead arc, blinding in its brilliancy and seeming to make intervening spots even 
darker. 

It has at last come to be realized that the function of the street light is to illuminate 
the pavement and sidewalk without the lighting unit itself being overconspicuous, or 
without causing the distress brought about by glare. Frequently spaced units of com- 
paratively small candle power are used, and lights are softened by globes or shades to 
present a continuously illuminated street without successive dark spots. 

There remains to design 




















THE SPRINGFIELD PLAN the lamp standards that they 

VARIOUS TYPES. OF STREETS. may have architectural beauty. 

Much has been accomplished 

ry o~ fo os along this line in recent years 
See a oy foe . and the mechanical draftsman 
— Ta employed by cast iron foundries 
i ee BS: L = ae LI has been supplanted by trained 
eg dae eae architects, who have designed 
lamp standards in metal, con- 





crete, and other materials of 
pleasing lines and proportions. 
In this way, lighting schemes 
have been made distinctive and 
in every way pleasing. 




















Street Tree Planting 

Perhaps the most abused and 
neglected of all street furnishings 
are the street trees. They too, 
as arule, have been installed and 
cared for according to a mul- 
titude of individual whims and 
fancies. No two streets, rarely 
two blocks in succession, have 
women eee been planted uniformly as to 
Cart 8 size, species, or spacing. 
























































SECOND DEVELOPMENT. SECOND DEVELOPMENT. 








THE GENERAL STREET SYSTEM 43 


Once planted, trees are subjected to every imaginable abuse and neglect and to what 
often is still worse, the ill advised care and attention on the part of abutting property 
owners and commercial tree doctors. This, together with the artificial conditions to which 
they are subjected, gives a striking example of the tenacity with which trees cling to life. 

Should of a sudden the street trees of Springfield die or be devastated by insects 
or fungous diseases, as has been true in some of the eastern cities, there would at once 
be raised a popular clamor which would cause city authorities to go to any expense for 
their protection. Fortunately, no such contingency has arisen, but nevertheless there is 
a great need in Springfield today for better care of street trees. 

There are few species 
of trees suitable for street 
purposes. Soft wood trees 
are unsatisfactory on ac- 
count of their short life, 
their tendency to break and 
splinter during storms, and 
because they are more sub- 
ject to the attacks of borers 
and other insect pests. Soft 
maples, poplars, ailanthus, 
black locust, and catalpas 
come under this head. 
Other trees, satisfactory for 
lawn planting, are unsuit- 
able for street purposes on 
account of their shape, habits of growth, and peculiar susceptibility to smoke, gas, lack 
of water, and other handicaps to which street trees are subjected. Birch, beech and most 
conifers, valuable in general landscape treatment, are unsuitable for the street. In Spring- 
field the list of satisfactory trees is still further curtailed because of the great amount of 
soft coal used. 

A tree, to be suitable for street purposes, should have the proper shape, spread and 
symmetry of growth to furnish shade and to present a symmetrical vista along the street. 
Unless tress are spaced properly they dwarf each other by overcrowding and can not grow 
into the fine specimens that would otherwise result. In order to produce the best effect, 
a single species or variety should, where possible, be planted along the entire length of 
the street. 

On most of the streets of Springfield fine specimens of suitable species are found. 
These should be retained. Good specimens of objectionable species should also be retained 
for the time being, if they do not crowd better trees. Decayed and inferior specimens 
should be removed and replaced with nursery grown specimens as large in size as can be 
conveniently planted. Thus, gradually, over a period of years all objectionable species 
can be removed and the streets made to take on a satisfactory appearance. Streets in 
new additions should be planted with smaller trees, but with careful consideration as to 
kind, spacing and manner of planting. 





Forest-like aspect of Springfield from Capitol Dome 


44 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


This all calls for the establishment of a central control. Satisfactory work of a city 
wide nature can never be secured by individual effort on the part of property owners. In 
some cities such control is vested in the park board; in others in a special department 
headed by the city forester, and in still others it is absorbed in the department of streets 
and public buildings. 

For many reasons the park board is best fitted to undertake the work. It is closely 
allied with other park operations. The park department, as a usual thing, has an organi- 
zation for forestry work and possesses the special tools and equipment necessary. The 
executive head of the park department should be, and usually is, experienced in arbori- 
culture as well as in the other branches of landscape gardening. The trees on the city’s 
streets really constitute a continuation of the parking system and therefore may be fit- 
tingly included under this department. 

We recommend, therefore, that an ordinance be carefully drawn and passed by the 
City Council giving to the park department the care and control of the street trees within 
the city. Private owners should not be allowed to plant, cut, prune, or otherwise interfere 
with street trees unless by special permit issued by this department, which should in all 
cases insure the carrying out of the work in accordance with a well formulated program. 

Comparatively little money will be necessary to inaugurate and carry on this under- 
taking, although a certain appropriation will be required annually. The department should 
start a municipal nursery for the propagation of suitable trees and should undertake and 
continue the work of rehabilitation by gradual stages year after year. 

The good results that can be brought about by such a program will in a few years 
become strikingly apparent. 


General Street Ornamentation 

There are many ways in which streets can be made more attractive. The doing 
away with overhead wires and signs, the placing of statuary, fountains, garden seats and 
other garden furnishings at strategic points, the cleaning and planting of waste spaces at 
street intersections—all may be made to contribute to the city’s beauty. 

Far too little attention 
is paid to such matters gen- 
erally, and in consequence 
streets are suffered to be- 
come dull and unsightly 
and entirely out of keeping 
with the homes, office build- 
ings, churches, schools, 
parks and other standard 
features of the modern city. 
In these features care is 
used in both planning and 
maintenance. The framing 
thereto—the streets, Del emir heey tas ZIT ade ae nha, OA oe cake 
should receive like atten- ERE” tie | mn Pee ce ee ges 
tion. An example of tree butchery 





THE GENERAL STREET SYSTEM 45 


The doing away with overhead wires is receiving attention in nearly all progressive 
cities. There can be little said in favor of allowing overhead wires to clutter and make 
our streets unsightly and dangerous. Permits for aerial construction in outlying districts, 
where underground lines would be too costly, should be of temporary nature only and 
should provide for the change to underground lines after a term of years. 

Lighting circuits should be placed underground in the built-up sections without delay 
and as fast as possible should be followed by telegraph and telephone lines. 

While the initial cost for underground construction is comparatively high, it is more 
than offset by the saving in maintenance, uninterrupted service during storms, danger by 
broken wires and by the improved appearance of the city. 

Fortunately, advanced ideas in advertising are calling for more real art and less 
discordant vulgarity in the way of sign boards that once dominated the views along our 
streets. Well designed window displays are taking the place of large suspended signs, 
and in the increasing demand for attractive advertising the artist is again coming to his 
own. 

This trend in public sentiment is a fortunate thing for our cities, as regulation of street 
advertising by law is well nigh impossible, save where property values or human lives 
are endangered. Acting under this theory, however, many cities have adopted ordinances 
regulating overhanging signs and have prohibited the encroachment of sidewalk space 
by sign standards. 

Freed of overhead wires and signs, with a uniform lighting system and well cared for 
trees, the street takes on an aspect of orderliness which is only in keeping with the pro- 
gressive city of today. These are but evidences of good housekeeping and should consti- 
tute a part of every civic program. 

There remains to be carried out judicious ornamentation such as the placing of statu- 
ary, fountains and garden furniture, the planting of little triangles and odd spaces with 
shrubbery and flowers, and the improving of street vistas in various ways. 

The streets of a city present a never ending opportunity for such efforts in the cause 
of civic art. Philanthropic individuals, improvement and art clubs, and the various civic 
bodies herein have a fertile field for work. 





RAILROADS 


ia SPRINGFIELD is to build along the best and most economical lines, every advan- 
tage afforded by railroads entering the city at present or which may be built into the 
city in the future must be fully capitalized. By the same token, every disadvantage 
to the city brought about by bad arrangement should be overcome without delay. 

There is little reason for holding to the hide-bound idea that railroad lines are 
inflexible and not subject to alteration. This idea has perhaps arisen from the fact that 
railroads were early on the ground and to a large extent influenced the location, as well 
as the later development, of the city. This close relationship between the railroads and 
the city may account for the rather complacent attitude often taken towards the many 
evils growing out of the unfortunate placing of lines and the bad effects arising therefrom 
as the city assumes larger proportions. 

In reality, it is not a superhuman task to change the location of a railroad line, and 
if this change will bring about a convenience to city dwellers, a saving in expense to ship- 
pers, a greater protection to human life, a saving in operation costs to the railroad, and 
a more attractive and desirable city in which to live, and especially if these results can be 
figured to offset the expense of the readjustment, such benefits should receive most careful 
consideration and be carried out without delay. 

It is the purpose of this report to show first, the condition in which Springfield finds 
herself in regard to railroad lines, and secondly, to outline practical improvements in the 
general arrangement of these lines that will insure the above results. 

Springfield is served by six steam roads and one electric line. Three of these roads, the 
Chicago & Alton, the Illinois Central and the Wabash, traverse the city in a general 
north and south direction, paralleling each other at close intervals. Three railroads pass 
through the city in a general east and west direction, coming together at Madison Street, 
and separating to the east and west. 

To a large extent, these roads occupy city streets, the Chicago & Alton—Third 
Street; the Wabash—Tenth Street, and the Illinois Central, Nineteenth and Twentieth 
Streets. The C. P. & St. L. occupies Fifteenth and Nineteenth Streets to Madison, and 
Madison Street is occupied by railroads from Logan to Nineteenth Streets. In addition 
to this, the I. T. S. Electric Line operates its cars through the city on public streets. Con- 
siderable building frontage is involved along these railroad streets, bringing about an 
unusually bad situation, and the fact that the railroads to such a large extent occupy 
public streets possibly explains their delinquency in bringing about grade crossing 
separation. 

Considering the small mileage of railroad lines in the city, there are an unusual 
number of dangerous grade crossings and a marked depreciating effect on property values. 
The present arrangement makes for a multiplicity of stations, freight houses and yards, 
which are scattered over the city promiscuously, and the baneful effect of smoke, dust and 
noise is distributed widely throughout the city. There has been a tendency to build fac- 
tories along these lines in a way to bring about an unhappy mixture of industrial and 
residential areas. 


47 


48 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


In the case of the Chicago & Alton, the road is carried within close proximity to the 
Capitol, greatly injuring the outlook from this building and cutting off the State Group 
from the business section. 

The inconvenience and danger brought about by the large number of grade crossings 
are indeed serious. There are at present one hundred and thirty-nine main line grade cross- 
ings within the plotted area of Springfield. Of these only forty-three are guarded and the 
guards on these crossings average only fourteen hours of service each day. At many of 
the crossings the guards are withdrawn at night, even during the evening rush hours. 

Street cars cross railroad tracks in Springfield 4,277 times a day, according to the 
present schedule. Delays to street car service of five minutes or over total as high as one 
hundred sixty-eight minutes a day. In this count only instances were noted where cars 
were blocked in violation of city ordinances, and only cars actually delayed were counted. 
Other cars delayed on the same line were not included, but it is frequently necessary to 
drop one or more intervals in the car schedule during the day by reason of this situation. 

During the period elapsing between 1908 and 1922 sixty-four persons were killed on 
erade crossings in Springfield. Thirty-five of these fatalities occurrred on the Chicago & 
Alton and sixteen on the Wabash. It is a significant fact that the majority of accidents 
have occurred on guarded crossings at which the guard was on duty at the time of the 
accident. Indeed, twenty-two of the sixty-four fatal accidents occurred on three crossings 
all of which were guarded. This clearly demonstrates that due to the unsolvable human 
problem the guarding of grade crossings by gates and flagmen does not insure against 
accidents. 

The cuttine wpe. 
Springfield by numerous 
railroad lines not only 
makes for danger and in- 
convenience in the use of 
streets, which is reflected in 
the delays of street cars and 
to a much greater extent to 
motor cars, horse-drawn 
vehicles, and pedestrians— 
delays which cause an in- 
calculable loss of money 
during a period of years, 
but it brings about a loss in 
property damage which in- 
creases with great rapidity 
year by year as the city grows larger and land therein becomes relatively more valuable. 
The shutting off of development north and south demonstrates this in connection with 
the lines on Madison Street and again it is shown as reflected in values of property lying 
east of the Wabash Road and separated from the center of the city by a wall of shops south 
of Capitol Avenue. 

It would seem a pity, therefore, to continue inflicting upon Springfield the dangers and 





Crossing of Alton and B & O lines in heart of the city 


RAILROADS 49 





handicaps existing, which will grow more serious as time goes on, when a cure can be 
effected without in any wise interfering with transcontinental traffic or local service 


to the city. 


Franchtses: 


With the exception of the franchise pertaining to the Wabash location on Tenth 
Street, which is missing from the city records, all franchises allowing the use of city 





SPRINGFIELD PLAN 


GRADE CroSSING DEATHS 
1906 —1922 





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Sixty-four persons were killed at grade crossings between 1908 and 1922 


50 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


streets by railroads provide that carriage ways must be maintained on both sides of the 
tracks, except along the Chicago & Alton, where a road shall be placed on one side only. 
It is provided that safe and convenient crossings be built and maintained at all streets and 
alleys and that drainage be taken care of by the railroad company. In the case of ordi- 
nances based upon these franchises, speed is limited to six miles an hour for freight and 
ten miles for passenger trains, and, in addition to this, streets shall be blocked for not 
more than five minutes. 

Only a cursory inspection of conditions is needed to see that these provisions are very 
generally ignored. As has been set forth above, only forty-three of the one hundred and 
thirty-nine grade crossings are guarded. Driveways are not provided along the rights-of- 
way; and in the operation of trains little or no attention is paid to speed restrictions im- 
posed by the ordinances. It would seem, therefore, from the standpoint of franchise, that 
the position of the railroads on the public streets of Springfield is at this time untenable, 
while, on the other hand, should these provisions be enforced to the letter, an expense 
would accrue to the railroads which would make the combination of lines into single 
groups and the elevation thereof a wise move from the standpoint of economy. 


Service: 

On the whole, train service, both freight and passenger, in Springfield is fairly good. 
Some discrimination has been shown in the matter of freight rates, but this bids fair to 
be cured by the State Railway Commission. 

From the standpoint of convenience as regards freight shipments, the situation in 
Springfield has little to commend it. As is usual where there is a multiplicity of freight 
yards and stations, there is delay in placing cars and in their location by consignees. The 
city has reached the size where there can no longer be expected the personal attention 
given in small towns, while there is, on the other hand, a lack of efficiency which undoubt- 
edly would not obtain could these yards be combined in larger units. 

The various passenger stations, while conveniently located with respect to the busi- 
ness center, are small and not of such character as to lend attractiveness nor dignity 
to the city. As usual, the development around these stations has resulted in a series 
of poorer class business sections on land which is otherwise strategically located to 
bring larger returns. Due to the scattered locations of these stations and to the inconven- 
lent access by street cars, strangers in the city are apt to experience no little confusion. 

Any plan for the improvement of railroads in Springfield should look forward to a 
much larger city and at the same time provide needed benefits for the city of today. It 
should aim toward the consolidation of railroad facilities, both as to freight and passenger 
traffic, should minimize trackage, do away with grade crossings, eliminate duplication of 
service, the back-switching to passenger stations, and should provide centralized yards 
for the breaking up, storage and classification of freight. It should provide for the removal 
of through lines as far distant from the heart of the city and the better residential sections 
as practical without bringing about inconvenience. Economies from the standpoint of 
railroad operation and use by shippers should be one of the primary objects. 





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RAILROADS a 





Alternate Suggestions: 


As is common in the 
study of railroad conditions 
in cities, many solutions to 
this ever presentand serious 
problem have been ad- 
vanced from time to time, 
and, as commonly true, 
many of these suggestions 
are worthy of serious con- 
sideration. For the most 
part, however, their authors 
have considered the prob- 
lem from a single view- 

Springfield's Railroad Stations add little to the beauty and dignity of the city point without regard to its 

relationship with the com- 

prehensive scheme for the greater city, and measured this way such schemes many times 
fall short of achieving their desired purpose. 

Always the depression of railroad tracks meets with a greater measure of popular 
approval than does that of track elevation. The outstanding argument against track 
depression is, of course, the excessive cost. Track depression carried out on a large scale 
in Springfield and involving the various lines on the present rights-of-way would be pro- 
hibitive in this respect. The cost of depressing lines after consolidation into one or two 
groups would probably involve more expense than the railroads, particularly at this 
stage of their economic history, even with the city’s aid could finance. 

The cost of depressing rail lines through the existing city is increased tremendously 
over what would be true in outlying territory on account of the interference with public 
service such as water and sewer pipes, heating service and gas mains. Added to this is the 
extra cost of embankment protection, drainage, and the difficulty in making necessary 
switching connections with existing industries. 





Consolidation Along the Wabash: 


At first inspection the practical scheme might seem to be the consolidation of the 
Wabash and the Chicago & Alton lines, using the present Wabash right-of-way. 

A more obvious reason for this change would be to remove the Chicago & Alton from 
the immediate environs of the Capitol and to provide a location for the passenger station 
for the two roads at Capitol Avenue, using this thoroughfare which centers on the Capitol 
building as the gateway to the city. 

Such an arrangement, however, leaves much to be desired. The scheme would go 
only part way and would fall far short of dealing with the railroads in the broad manner 
desired in a comprehensive city plan of this nature. 

There are also the Illinois Central and the Illinois Traction Electric Line entering and 
leaving the city in the same general direction. It is doubtful if satisfactory arguments 


SZ EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


can be brought to bear which would result in the moving of the Illinois Central to the 
Wabash right-of-way, even though this would be desirable from the city’s standpoint. 

Unquestionably, the tracks along the present Wabash right-of-way would have to 
be altered as to elevation in order to do away with grade crossings. This road passes 
through a thickly settled portion of the city, and elevation, by far the less expensive 
method of grade crossing separation, would in this case be costly indeed. The tracks 
would have to be raised sufficiently so that no depression of streets would be incurred, or 
there would result serious interference with underground public utilities, as well as dam- 
ages to abutting property. In addition, there would be thrust through the center of the 
city a busy railroad group, having a tendency to build up a wall of factories and cutting off 
a great built up section to the east. 

It is doubtful if the Illinois Central would consider joining in this group, inasmuch 
as it would add two miles to its line, while should it remain as at present there would, 
within a few years, occur the necessity of in turn elevating this railroad, thereby causing a 
duplication of expense and bringing about parallel elevations in close proximity to each 
other. 

No satisfactory arrangement of a union passenger station can be worked out under 
such a plan, for, although the Alton would be removed from the immediate vicinity of the 
Capitol, the railroad group would still be close enough to it and the center of the city to 
interfere with any scheme for an approach to the Capitol sufficiently imposing to meet the 
needs of a greater Springfield. In addition, the location of a station at Tenth Street would 
necessitate the back-switching of passenger trains on the B. & O., C.. I. & W. and Illinois 
Central Railroads. 


East and West Lines: 


Unquestionably, the location of railroad lines on Madison Street is unsatisfactory. 
Various projects have been set forth calling for the routing of the B. & O. around the city 
to the north or south. Trial lines have been platted and figured with the following results: 

First: A belt line south of the city, starting at Sugar Creek, thence extending west 
and combining the C. & A., Wabash and C. P. & St. L. belt line, thence following the 
main line of the Wabash to a point well west of the city, thence north, joining with the 
Chicago & Northwestern and continuing on this right-of-way to meet the present line of 
the B. & O. west of Springfield. Incidentally, this line would form the proposed route for 
the C. I. & W. from the southeast to a point where it would connect with the Illinois 
Central leading north into the city. 

The disadvantages of such an arrangement would be fet it would require approxi- 
mately three and one-half miles extra distance on the B. & O. for through traffic, besides 
increasing the distance of the C. I. & W. to either its present station or to the proposed 
union passenger station at Capitol Avenue and Nineteenth Street. Such a plan would 
impose prohibitive grades on the C. I. & W. It would require two and one-fourth miles of 
back switching for the B. & O. trains to the proposed union passenger station and a still 
greater distance to the present B. & O. station. Under the best conditions approximately 
eight miles of extra distance would be necessitated in the operation of all B. & O. trains 
stopping at Springfield. 


RAILROADS a 





The second alternative suggested is to carry the B. & O. to the north of the city, 
following the present right-of-way to Madison and Nineteenth Streets, thence north over 
the C. P. & St. L. to a point north of its intersection with the Peoria Road, thence south- 
west along Spring Creek to again connect with the present right-of-way. 

This would add approximately three and one-fourth miles to the present distance, 
although the construction of this line, not counting trackage rights along the C. P. & St. 
L., would entail a saving of something like $100,000 under the proposed elevation along 
Madison Street, later described. The additional cost however, of operating trains over 
this added distance, figured on a five percent capitalization, would amount to over 
$800,000 based on the present operating schedule. This cost would be increased propor- 
tionally as traffic over this road increases. 


The Recommended Plan of Ratlroad Arrangement: 


The plan as recommended and as shown on accompanying Charts 14 and 17 may be 
briefly described as follows: 

1. Reroute the Chicago & Alton from the C. P. & St. L. line at Ridgely over the 
C. P. & St. L. right-of-way to East Grand Avenue tower at Madison and Nineteenth 
Streets, thence south over the Illinois Central right-of-way to Bunn Park, thence west 
along the present right-of-way of the Chicago & Alton industrial track to the Chicago & 
Alton main line, approximately one-half mile south of Iles Junction, leaving the present 
line of the Chicago & Alton for switching purposes only from Sangamon Avenue to Ridgely 
and from Carpenter Street to a point between Monroe and Capitol Avenue. 

2. Reroute the Wabash over the Illinois Central from the crossing at Starnes south 
to Bunn Park, thence over the Chicago & Alton industrial right-of-way and a short exten- 
sion westerly to its present line near Amos Avenue prolonged. Retain for switching pur- 
poses from this junction north to Enos Avenue. 

3. Continue the C. P. & St. L. as at present to Madison and Nineteenth Streets, 
thence over the Illinois Central and Chicago & Alton industrial right-of-way to the 
Wabash, thence over the Wabash to Curran, doing away vine this line ever Madison 
Street, and from a point west of the city to Curran. 

4, Abolish the C. I. & W. right-of-way from a point where it intersects with South 
Grand Avenue prolonged and near Sugar Creek bridge. Carry new line directly west to 
the B. & O., thence over the B. & O. to the proposed union passenger and freight stations 
further described. 

5. Retain the B. & O. on its present right-of-way over Madison Street as far as Walnut 
Street, thence over the C. P. & St. L. to Amos Street, connecting with existing line from 
this point with the new cut-off. 

6. Reroute the I. T. S. to east and south of city in combination with main railroad 
group, retaining present Monroe Street station for the time being for local trains. Con- 
solidate the I. T. S. freight cut-off with the steam roads east and west from Bunn Park 
to the Kansas City line of the Chicago & Alton. 

7. Retain the Illinois Central as at present, except doing away with back switching 
over Madison Street to the present station. 


54 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Elevations: 

All lines on the Illinois Central right-of-way would be elevated from Nineteenth and 
Madison Streets south to a point approximately three-fourths of a mile south of Laurel 
Street. This would take care of the main group north and south, including, as above 
described, the Wabash and the Chicago & Alton. 

There would be necessitated an elevation on the C. P. & St. L. and Peoria and 
Northern branch of the Chicago & Alton and Illinois Central for approximately 1,500 
feet, serving as an incline to the intersection at Madison and Nineteenth Streets; also an 
incline on the Baltimore & Ohio to connect with the Illinois Central at Nineteenth and 
Cook Streets. 

The Baltimore & Ohio would be elevated along Madison Street from Nineteenth and 
Washington to Walnut Street. 

In addition to the above, it is recommended that all new lines be elevated sufficiently 
to enable future streets to be placed underneath the tracks without the necessity of later 
rearranging grades of railroads. 


Classification Yards: 

Classification yards would be placed along the Illinois Central between Starnes and 
East Grand Avenue to accommodate four lines, namely: the C. I. & W., the Wabash, Bal- 
timore & Ohio and Illinois Central. 

In addition to this, the present Chicago & Alton yards at Ridgely would be enlarged 
to care for future business on this road and also provide room for shops, taking the place 
of those now located at East Grand Avenue and at Third and Madison Streets. 

These two classification yards would be inter-connected as follows: At the north end 
by the Springfield Terminal Railroad and at the south end by the C. P. & St. L.; from the 
north end of the Chicago & Alton yards to the south end of the Illinois Central yards by 
the Peoria & Northern line, and from the south end of the Chicago & Alton yards to the north 
end of the Illinois Central 
yards by a proposed com- 
bined line of the C. P. & 
St. U.; Cr Ts Soe We eae 
Wabash already existing. 

Theabove yards would 
furnish storage for approxi- 
mately 12,000 cars a day 
and would provide break- 
up and classification facili- 
ties for all roads entering 
Springfield. They would 
serve as feeders to the fac- 
tory district and would 
segregate all break-up 


Fue ; switching at a point out- 
Much saving in the handling of freight would take place by consolidating these . : 
small and scattered units side of the present city. 





Wabash Freight House 


RAILROADS 55 





Study for proposed Union Passenger Station at Capitol Avenue and Eighteenth Street 


Consolidated Freight Terminal: 

While, according to the above described plan, all roads would still be able to connect 
with and use their present freight terminals without inconvenience, the plan provides 
for a consolidated freight terminal extending between Eleventh and Thirteenth Streets 
and between Madison and Mason Streets; a consolidated teaming yard between Four- 
teenth and Seventeenth Streets and between Madison and Reynolds Streets; and for a 
storage and sorting yard lying along the north side of Madison Street between Fourteenth 
and Seventeenth Streets. 

This would provide a capacity for 176 cars daily at the freight house, or a daily capac- 
ity of approximately 2,000 tons, besides 475 cars, capacity at the teaming yards. 

This freight terminal would be conveniently located for the use of all railroads and 
readily accessible to the classification yards. It would in turn be within easy hauling dis- 
tance of the commercial district and would function well with this district as enlarged 
according to the zoning plans. 


Unton Passenger Station: 

A passenger station serving all steam railroads as well as the I. T. S. Electric Line 
would be located at Capitol Avenue and Eighteenth Street. By this location all back- 
switching of passenger trains would be done away with, as would all interference by rail- 
road crossings and junctions. 





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58 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Benefits: 

Benefits from a physical standpoint to be derived from the above changes will lie 
chiefly in freeing the city from a multiplexity of railroad lines, especially those for through 
traffic. Instead of six detached railroads there would be two groups, one to accommodate 
the north and south lines and one the lines passing east and west. 

Some of the chief benefits of the plan would be as follows: 

Nine miles of main line track would be removed from within the present city limits 
and twenty-two miles of track within the area affected by the railroad program. 

Two important streets would be released for public use, namely: Third and Tenth. 

The heavy electric trains of the I. T. S. Railroad would be routed around the city, 
thereby relieving the streets of this unnecessary traffic. 

Ninety-two grade crossings would be eliminated, while twenty-four other crossings 
now on main lines would be used for switching only. 

Large areas of the city now cut off or circumscribed by railroad tracks would be freed 
from these barriers. 

Parallel elevations north and south through the city would be prevented. 

Scattered freight and teaming yards would be vacated, allowing these areas to be 
used for higher class development. 

The environs of the Capitol and companion buildings would be freed from the smoke, 
noise and disturbance due to the proximity of railroads. A more convenient arrange- 

ment would be obtained 
Rae ho SH RIN RO TE.” SRS in the handling of freight, 
ie eae ns | ieee Pee, | especially that destined to 
Ee the proposed factory dis- 
trict 

There would be dis- 
pensed with the necessity 
of back switching passen- 
ger trains to stations. 

A location would be 
made possible for the pro- 
posed union passenger sta- 
tion not too far from the 
business district nor from 
the center of population 
and in such a position as 
to make an approach to the center of the city and to the State Capitol Group sufficiently 
imposing to be in keeping with its purpose as the front door to the Capital City. 

In short, we believe that such an arrangement as described would be of untold benefit 
to the city from the standpoint, first, of greater convenience and safety to the people of 
Springfield; second, in freeing the city from objectionable features and thereby enhancing 
the value of real estate, and, finally, from the standpoint of wholesale beautification. 

As compared with the present arrangement of railroads or with the projects for im- 
provement before discussed, this plan insures tremendous savings in cost both to the rail- 





The Wabash Railroad yards cut off a great residential section from the city’s center 


RAILROADS 59 


road companies and to the citizens of Springfield. These savings as applied to the rail- 
roads are represented principally by doing away with grade crossing guards and by the 
reduction in maintenance and operating costs due largely to reduction of track mileage, 
and as applied to the people of Springfield is represented by the stabilizing of property 
values and the saving of time and human lives. 

We estimate that an annual saving of $261,000 would accrue to the railroad com- 
panies by reason of these changes. 

Three dangerous, unprotected crossings of railroads and one unprotected junction 
would be dispensed with. 

Four protected crossings of railroads with their towers would be eliminated. 

The plan would bring about a saving by the elimination of one tower at present, and 
five if all present needed towers were installed. This is equivalent to an annual saving of 
$37,500. It is estimated that aside from this a saving of $17,100 a year would be effected 
in train operation and track maintenance. 

At least forty percent of the transfer operations between company yards would be 
dispensed with and the operation of trains through the city would be greatly facilitated, 
due not only to the saving in mileage, but in providing unobstructed track. Not a little 
of this saving would be effected through doing away with unnecessary back switching to 
passenger stations, as is now true in the case of the Illinois Central, and to the unnecessary 
distance in reaching the station on the part of the C. I. & W. 

The elimination of ninety-two grade crossings and the changing of twenty-four main 
line crossings to switching crossings would effect a saving of $206,400a year. This is based on 
guarding main line crossings eighteen hours a day and switch line crossings nine hours a day. 

The total amount of $261,000 thus saved represents approximately seventeen per- 
cent on the entire estimated cost of the work. It will be noted, however, that the above 
estimate of cost as pertaining to the guarding of grade crossings is extremely conservative. 
In all probability, long before Springfield attains a population of 200,000, the railroads 
will be forced to guard crossings throughout the entire day. The cost of guarding the one 
hundred thirty-nine present crossings, within the district treated, twenty-four hours a day 
would involve an annual expenditure of $363,000, and it may be safely assumed that if the 
railroads remain where they are many additional crossings will by that time be needed. 

The following table shows savings effected by the plan under the headings of main- 
tenance, operation and grade crossings as distributed among the several railroads. 


Grade Main- 
Interlocking towers and Crossings tenance Operation Total 
CEATS Cr Se ete fea ae at” $10,000 $36,200 Distributed 

Cie Oe LS: Lone ee eae $23,700 7,700 —4,000 $34,000 
(Oe GUN 00 5,600 —24,000 21,700 
I UES bes een cee er cee (i U2 ee 2,000 16,500 
Ink ae tG kon, Soe eee eee Sa UN Cet oe oc ees ae 37,900 
Cs AE See ape ee ee Pea SHES Eee 13,000 50,900 
hee CE Ae fog re ae ae AREAL OD AR Pees 14,500 64,300 
VACEL SUS I eceieee pnts aut crete ot SENN wee ereyenay — 6,400 35,700 

WELLE RATS Bate een eee $206,400 $23,300 $31,300 $261,000 





SPRINGFIELD PLAN 


UNION STATION::- FREIGHT TERMINAL 


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CHART 20—Track Plan at proposed Union Station and Union Freight Terminal 


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RAILROADS 61 


The above table is based on crossings protected eighteen hours a day on main lines 
and nine hours on switching lines, and on maintenance figures of class one railroads, which 
equals $1,400 a mile for way and structures. 

Practically no change would be incurred by the B. & O. in trackage maintenance. 

The C. I. & W. would save 1.8 miles of track and one mile of trackage rights. 

The Wabash would have .55 miles of additional track, but less expensive maintenance. 

According to the plan the C. P. & St. L. would save five and one-half miles of track 
maintenance, the C. & A. 4.95 miles of double track maintenance, and in addition thereto 
5.82 miles of single track maintenance. 

The I. T. S. would pay trackage rights to the steam roads instead of to the street 
railroad company, which would not materially affect operation costs. 

The following table gives the comparative length in miles of each road under present 
and proposed routes: 


Under 
At Present Proposed Added Saving 

Plan Length In Length 
oo TE @eG NS) nays Ds he nae tage eer 8.5 9.75 1225 
PTE AN ete irae Nk tiie sts, « 4.95 Jo2 .87 yer 
Pues PASSENCCH arent ce. sos 5136 4.86 Neen 5 
(Wier reroute ctw varee test Same Same Same Same 
lipj-s (ae SOLE 25 be ae eee en en 143 / 1.43 .06 ate 
(ple Wwe Lassencer. . icc). i. 2 6.15 eS aes 3.65 
(Pree Vaerreiont. 6), cs. ue 20) 2.9 .04 nee 
Pelee ascencer. oo ae eee So Peas Cree 220 
i LE ad Si wer bed 09 Cae hae Ge a ae ee Same Same Same Same 
eek SST Terme sae fs ie D3 Gu15 G7 y5 


The following table shows the relative miles of lines under the present and proposed 
system: 


Greater Springfield: 
Switching Elimi- New Elevated 
Main Only nated Track Track 
Rraéen teste ae is Bees 40.8 Prato ee ox pene 
Proposedlummerta sol otee 18.8 8.16 18.5 4.77 ee 
Present City Lines: 
Present pee ere LO. he Wee: er ay 
RropOSsed (ac. hametaeen 6.8 4.3 She ee 4.2 


The following table shows the relative number of grade crossings in the platted area 
of Springfield. 


Main Crossings Switching Main Crossings Total 


Unguarded Guarded 
IBPESEML: ts. vacs eee tare ae 96 2 43 141 
Pet DOSEL ee rete eet 24 aa 49 


Grade crossings eliminated—92. 

Grade crossings eliminated except for switching—116. 

Grade crossings eliminated by consolidation without elevation—S0. 
Grade crossings eliminated by elevation in addition to above—42. 


62 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


The following table shows the number of grade crossings eliminated for each railroad, 
some of these, however, being common to two or more roads: 


CORALS ie. eee ener re ee 25 
CU CCAS RA ae ee ee eee 2 
|Win t tare tote Me ha ahs aah es ERE ye om 5 
Boo ree 6 eee ae eae OZ 
Coe TSW Revs eee ee ee eee 23 
| Fel retain Ry ew gd LS 34 
Wabashie.uiex tee. Ree eee 26 


Savings to the Communtty: 


In addition to the above direct savings, which will more than finance the entire 
changes called for, there are two items which have to do with community loss, both of which 
are painfully obvious, but which are apt to be computed upon a sentimental basis only. 
These have to do with delays incident to grade crossings which, besides being annoying, 
spell actual loss in dollars and cents, and the second having to do with injuries, fatal 
and otherwise, to human beings. 

In the first case it is impossible to estimate the actual loss, but the following analysis 
may be illuminating. As has been stated, street car delays aggregate one hundred sixty- 
eight minutes a day. It is estimated that there is a direct loss of thirty hours a day to 
people riding on Springfield street cars. It may be safely assumed that four times this 
number of hours is lost by delays to vehicles and pedestrians. Extending this at an average 
of thirty cents an hour there would be represented a loss of over $17,000 a year. 

Sentimentally, human life cannot be measured in dollars and cents, but figured from 
the standpoint of an insurance company and taking into consideration the fact that there 
is an average of four deaths caused annually at railroad crossings in Springfield, we may 
assume as lost to the community an average earning power of at least $75.00 a month. 
Under present insurance rates it would cost approximately $50,000 a year to buy life 
annuity to take care of this amount. 

Without, therefore, going into the estimated enhancement of property values which 
would, we believe, in itself pay for the entire railroad improvement program, it will be seen 
that a conservative saving of approximately $330,000 a year would be brought about. 
This capitalized at five percent amounts to $6,600,000. 


Cost of Carrying Out the Proposed Plan: 


The estimated cost of carrying out the railroad program is about $1,500,000, exclu- 
sive of new passenger station and freight yards. This is based on using old tracks relaid 
on new lines and grade, inasmuch as the difference in value between new and second- 
hand materials is chargeable to maintenance and renewal and only additional capitaliza- 
tion affects this study. 

The Wabash yards and roundhouse have been omitted from these calculations. 
Should they be moved to a new location, as along the Illinois Central between Starnes 
and East Grand Avenue, the difference in land values would offset the cost of moving. 





SPRINGFIELD PLAN 


PROPOSED 7 MAIN LINES 
EXISTING LINE'S 

ELEVATED LINES 

NEW LINES 





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RAILROADS 63 


The new shops at Decatur make these at Springfield practically useless and enable the 
land to be sold or leased. 

The cost of the new freight houses and team yards has also been omitted, inasmuch 
as present facilities of this nature will still be accessible to all lines after rerouting takes 
place. The proposed freight houses and yards can be built as maintenance and renewal, 
in units as needed, each line going to the new location as present facilities require replace- 
ment. As in the case of the Wabash shops, the sites of present freight yards can be sold or 
leased at high prices because of their central location, while the proposed freight terminals 
will be placed on less expensive land. 

No account is taken of property damage in this estimate. This item would be mini- 
mized by using Nineteenth Street for the main north and south group. In the case of the 
contract with the Chicago & Alton Railroad the city is already under obligations to pay 
for this item and no contracts of this nature exist in connection with the other roads. 

It is roughly estimated that the union passenger station, including station tracks, 
can be built at a cost of three-quarters of a million dollars, although this cost would be 
largely dependent upon the nature of the building. 

The succeeding tables are based on trackage arrangement as follows: 

Illinois Central from Starnes to East Grand Avenue—two tracks. 

C. P. & St. L. from Camp Butler: Road to East Grand Avenue—two tracks. 

South belt or C. & A. industrial line—two tracks from Bunn Park to C. & A. main 
line and one track west. 

Baltimore & Ohio—one track. 

I. T. S. from Bunn Park to St. Louis line—one track. 

Main group from Washington Street to Cook Street—four tracks, and from Cook 
_ Street to the junction at Bunn Park—three tracks. 

It will be seen from the tables that the cost of the improvements will be as follows: 

East and west group, including the Baltimore & Ohio and C. I. & W.—$459,200. 

North and south group, including the Illinois Central, Wabash, Chicago & Alton and 
C. P. & St. L.—$964,080. 

I. T. S. changes—$99,100, 
or a total of $1,522,380. 


Baltimore & Ohio Railroad 


RECOMMENDED PLAN 


East of Cook Street: 
1 single track subway at Clay and Wheeler, 40-ft. span... $ 20,000 


PesUUs te track taken and read (5072. 1c orn. cv 900 
Peps osaballast Gan loU gue ho ee, fs eye 2 1,800 
Ise ate a OR) Bleck eee Uae gee ee oS Ree 3,850 

$ 26,550 
15% overhead and contingencies....................4-. 4,000 


$ 30,550 


64 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Washington to Walnut Street: 


Excavation (@ S0¢e. secon eee $ 62,600 
11 subways, two 30-ft. spans a 185.000 

i subway. three 40:ft ee itu yo aera 
Tearing up and replacing pavement and sidewalk........ 40,000 
Track taken up and: relaid. 7.1. eae ee 5,000 
Ballast....is:cd Seba Oe be erie cate eee 7,500 
$300,100 
15% overheadrandecontingencies. 2 atc eee ee 45,000 
$345,100 

New Line: 

Excavation. @ 50g) 2s a Ge ay ee $ 37,500 
Right-of-way, 10 acres @ $500 £5. 3, SMa Re ee ee 5,000 
4,000 ft. track taken up and relaid. ......... 3,000 
Pipe culvert (3, 0 242) 2 ie 750 
Ballast. 22. 3 fe eee ee 3,000 
$ 49,250 
15% ‘overhead and contingencies seem ea e ; 7,400 
. $ 56,650 
Total Madison Street line . . . . . $401,750 


Subways at Walnut, hOcarn Ried ‘Third, Fouctts Fifth, Sixth, 
Seventh, Ninth, Eleventh, Thirteenth, Fourteenth and Seventeenth 


Streets. 
Alternate Line—B. & O. (North) 
4.5 miles right-of-way @ $500 per acre. . ete Deo oUU 
4.3 miles of track taken up and relaid . $3, 600 a a 
0.2 miles new track . . ae AGM even nine 3,000 
4.5 miles ballast @ $1.50 ad a eh et eee a LED 
‘Lowetat qunctions@s bce t ele 6,000 
Telegraph and signal’apparatus . 9 = « 0) 0) LOU 
Bridges: 
1—Spring Creek, 60 ft. long shes, ie) ae eee 33,000 
4:\smaller creeksS0(t2lono ge ee 54,600 
Srbranches 30% talon oe c. e ee cemeeeen e ae O0) 
Grading—average 6 ft. high @ 40d Pee ey pls as RNY) 
$246,755 
15% overhead and contingencies ..........-. SMOLS 


$283,770 








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LROAD PLAN 


EXISTING LINES —— 
PROPOSED LINES —= 
SWITCHING LINES === 
ELEVATED LINES === 


PROPOSED RA 


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CHART 17 





RAILROADS 65 
Operating expense of tower capitalized. . . . . . . . . $120,000 
6 trains a day @ $5.00 per train mile capitalized . . . . 700,000 
$820,000 
Saving inline change .. . er een 177,980 
Net saving in favor of propose Btn as meariat rents 
Dia teeac s eee ee, See ee 702,020 
4.3 miles of ae mpridened:. 
4.5 miles of new line. 
3.25 miles extra distance. 
C. 1. & W. Cut-Off 
PROPOSED PLAN 
From Sugar Creek to Tansey Along Grand Avenue East: 
mee A OTe (40cm er et ty $+ 5-300 
Pipe culvert = ad OS? Vee re ee 500 
6,000 ft. track Facet up food AERRE, ee ra eee, es, 3,600 
Soo ere Oe ee 4,500 
Pima CALA IGM at eae he Gi. $2). \ 2 co ce Be, 2,500 
PpieiiteGie AVI MET aS ae a a Gone eo 7,000 
| $ 23,400 
15% overhead and contingencies ........... 3,500 
$ 26,900 
4.25 miles of line abandoned. 
3.1 miles saving in trackage. 
Alternate C. I. & W. Cut-Off 
From Keyes to Sugar Creek on B. & O.: 
Excavation@40¢. .... ho) Ope By Rs Peet eee ev ists 
5,000 ft.track taken up and pee Siok Recpie te a i so 3,000 
3211S ae er eR Noe Pe gh, SFf50 
Sifare al eyayeegeyantss oA Se en 6,000 
EG. Ce Ol- Wid ae ee Pedy 5,000 
$ 51,508 
15% overhead and contingencies .....2:.°..... lee 
$ 59,230 
Extra tower to be maintained—$6,000 a year. . . . . . $120,000 


5.5 miles abandoned. 
NOTE: This shows a great increased cost over the proposed plan and 
also gives a prohibitive grade. 


66 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Second Track—C. P. & St. L. 
TO ACCOMMODATE CHICAGO & ALTON 
Ridgely to E. Grand Avenue and Elevation of Approach to Washington St.: 


Length—10,500 feet. 
9,000 ft. second track with relaid track and new ballast. . $ 15,350 


Embankment™ .. 6 eee ek ee 8,750 
Ballacte eae Me eee Ge 5,000 
Track taken up “nl peer tty; fPechiy a ed en eee ee 2,000 
Special track work? crossings, GCC ty seaesn sane eee mre 1,500 
Rearrangement of sional) tower ern ecn net ee ee 5,000 

$ 37,600 
15% overhead and contingenciésas ass ne 5,640 

$ 43,240 


Peoria & Northern Approach 
For Switching Only—Elevation of Approach to East Grand Avenue: 


Embankment @ 50¢_ . . ifs 4 Se ee ee UL 
1,500 ft. track taken up antl peace eet ag 750 
Ballast? i... 6. oS A ee 1,000 
$ 5,250 
15%, overhead and, contingencies 2p. e. gem 790 
$ 6,040 

I. T. S. elevation to approach at Washington Street same 
as above and change'to trolley. 02 9.9) ee me UU 


Illinois Central Second Track 


From Starnes With Approach and Elevation to Washington Street to Accom- 
modate Wabash: 


Relaid track and new ballast. 


74,398 yds. embankment @ 50¢_ .. . er RANE 
13,900 ft. track taken up and relaid @ 60d . ears © 8,340 
13,900 ft. track ballasted @ 80 ... . Oe a San 11,120 
Special track work and changes to Starnes toner eae: 3,000 

$ 59,660 
15%, overhead and’ contingencies. ss mn eee 8,950 





$ 68,610 





ram 
SPRINGFIELD PLAN 


GENERAL RAILROAD MAP : 
ELEVATED LINES === NEW SW.LINES = 
EXISTING MAINS === SW. LINES <a 
PROPOSEDMAINS == CROSSING GATES © 
ABANDONED MAINS == CROSSING FLAGMAN 6 
PRES.MAINS AS SW.=== =» UNGUARDED 

STREET CAR CROSSING @ 


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RAILROADS 67 


i i‘(‘_‘‘C 


Main Group 


Washington to Cook Street—Four tracks not including station layout or new right- 
of-way; new track and ties for two tracks, others relaid. 
Section 2,400 feet long. 


eA Kent 202 sean ee er ee © turk » $°53:960 
4,800 ft. new track .. >) eek een ele 14,480 
4,800 ft. track taken up rit eel @ 60¢. ag ee en, Bae 2,880 
9,600 ft. track ballasted @ 80¢ . 1s es 7,680 
3—four track subways—60-ft. opening, eechineton Tac 
BOMEAMCM COs reetS manne el eG ey 135,000 
Tower at Cook Street . . . Sint Ge ee eD 6,000 
Pavement and sidewalk Piet up ad watt a et 15,000 
$234,300 
i overheadseandecontingencies’) | © 5... 0)... 36,200 
$270,500 


Illinois Central 
Cook Street to Bunn Park Junction—1,100 ft. North of I. T. S. Crossing: 


Three track system—one track taken up and relaid, two new tracks. 
Length of section 9,300 feet. 


Embankment @ 50¢. , Peewee 115 460 
9,300 ft. track taken up an med @ 60 Senet rer a 5,580 
18,000 ft. new track. . . ioe Ae ee aa 57,660 
27,900 ft. ballasted @ 80¢ > ie oe PA 
5 subways, Clay, S. Grand, Laurel, Ash zai a new street 
near park, three tracks @ $38,500... . . . ... . 192,500 
oweloat junction. . . . Peace Ree ce eal yeas 6,000 
$397,520 
15% overhead and contingencies ........... 59,630 
$457,150 
Chicago & Alton to Wabash Line—Single Track 
OOOUMCstrackirclaid, (000 amen $ 3,960 
i aecd (i500 eee ee eo ee oe 5,280 
era 10 8 (47 sos oe eR MAW rh Ge Oy * 9,400 
TROT eereve) i pd et es i 8S AO ee ee 2,000 
SG EC he ee We yt es a 7,500 
$ 28,140 
15% overhead and contingencies ........... 4,200 


$ 32,340 


68 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Double Track Cut-Off From I. C. to C. & A. 


12,000 ft. track taken up and relaid @ 60¢ . 
17,500 ft. track ballasted @ 80¢. 
Grading—average 4-ft. high @ a 

Tower and signal work 

Overhead bridge at eer heaste corner di isin pare 


15% overhead and contingencies 


I. T. S. Cut-Off 


12,000 ft. track relaid and ballasted @ $1.40 . 
(racing wees : 
Trolley, 25, 200 ft. double @ $5, 000 a rile 


15% overhead and contingencies 


BALTIMORE & OHIO Recapitulation 
East of Cook Street. . . Ts COA Rete SOUL OU 
Washington to Walnut Street! of ks, ee oo LGU) 
New lines #0 op AG ee 56,650 


Gal. & W2Gul-orrec= 


CHICAGO & ALTON 


Ridgely to E. Grand Avenue... ... . $ 43,240 

Peoria & Northern . . ad oe ge 6,040 

Cut-off from Bunn Park ‘vs Cc. & A ee ee 86,200 
WABASH & ILLINOIS CENTRAL 

Starnes to East Grand Avenue... .. . . $ 68,610 

Gut-off Gor As to Wabash on ee 32,340 
ILLINOIS CENTRAL 

Washington to Cook Streets . . . . . . . $270,500 

Cook Street to Bunn Park Junction. . . . 457,150 
Tal: 

East of Washington Street. . ..... . $ 8,500 

Trolléy*and cut-off 9.0 ae eee 2 OU 
TopATer 


. $ 7,200 


14,000 
23,760 
10,000 
20,000 


$ 74,960 
11,240 


$ 86,200 


. $ 16,800 


12,000 
50,000 


$ 78,800 
11,800 


$ 90,600 


$432,300 
26,900 
135,480 
100,950 


727,650 


99,100 
$1,522,380 


If all new eee Be AP were awa id $271, 000 less value of 


salvaged material. 








L 
C 


THE SPRINGFIELD PLAN 


EXISTING STREET RAILWAYS. 
SINGLE CAR SERVICE [J 
DouBLE CAR SERVICE [1] 

TRIPLE CAR SERVICE [pel 


Note: eindicates ten people 





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CHART 23 


STREET CARS 


APES is a fundamental relationship between transportation facilities and the 

prosperity of a city; prosperity not only in the sense of increased population and 
industrial output, but measured in terms of better citizenship. This is true especially of 
street car transportation. 

Perhaps no other feature contributes so much to the possibilities of satisfactory home 
sections as a properly arranged and operated street car system. No other form of trans- 
portation has as yet taken its place, and it is impossible to conceive of cities spreading out, 
taking on population and functioning properly without some sort of public conveyance 
insuring rapid transit, operating at regular and frequent schedules on, above, or below 
city streets. 

As cities grow larger the importance of such transportation increases rapidly and must 
be given careful consideration in any plan providing for city development. It is to the best 
interests of any city, especially one located on comparatively flat land, to spread out fairly 
equally in all directions and to grow laterally rather than vertically. 

The greater the number of people living in their own homes, in houses surrounded by 
goodly sized yards which permit air circulation, sunlight, the raising of flowers and 
vegetables and the furnishing of play room for children, the better influence will be 
brought to bear in building up a higher class of citizenship. 

That city is fortunate, also, which can boast of uniform and comparatively low real 
estate values. Such a city is sure to attract newcomers and to be the home of better 
satisfied tax payers. Where transportation lines are inadequately and improperly placed 
and are not extended to keep pace with the growth of the city, development becomes 
spotted and erratic and uncommonly high values are forced upon property served by the 
street car lines, while sections of the city unserved are apt to suffer accordingly. 

High prices in the residence districts result in tenements and apartments, while, 
conversely, unusually low prices in other sections are apt to result in shacks and hovels. 
For this reason street car lines should be spaced at regular intervals and should be operated 
on such schedules as will enable city dwellers to reach the chief objective points of the city, 
such as the manufacturing and commercial districts, and the railroad passenger stations, 
quickly and conveniently. 

Further than this, it is necessary to the city’s welfare that lines be extended fast 
enough to keep pace with the city’s growth and preferably to keep well ahead of this 
growth, so as to encourage the building of homes well beyond congestion. While it is true 
that congestion spells profits for car companies under ordinary methods of track location, 
it is unquestionably true that better returns can be secured by serving the entire com- 
munity equally and well, and by so doing increase the car riding habit. 

The disposition of city councils to arrange the extension of car lines by franchise from 
time to time without a comprehensive scheme in many cases has been productive of 
baneful results. Not only is an unbalanced arrangement of car lines brought about, but 
lines are placed upon streets entirely unfitted by reason of lack of width or improper 
direction to insure the most successful operation of cars. 


69 


70 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Present Conditions: 


In the study of the local situation in Springfield other factors are seen contributing to 
a rather unsatisfactory situation. Originally two companies operated car lines and in 
view of the natural competition tracks were laid in close proximity, paralleling each other 
in the more densely populated sections. Upon the consolidation of these companies the 
lines were combined in operation under the terms of the franchises. 

Unquestionably, the operating revenue has been insufficient to insure either a satis- 
factory schedule on these lines or their logical extension into the newer sections of the city. 
It has been demonstrated that car lines placed at a maximum distance of fifteen hundred 
feet from homes adequately serve the territory in which they are located and will establish 
and maintain a paying car ride per capita. 

The street car system of Springfield at present comprises 27.7 miles of line and 9.9 
miles of second track. The location of these lines in relation to the present population is 
shown on Chart No. 23. It will be seen that in several instances the zones of influence 
overlap while in certain sections of the city inadequate or no service at all is furnished. 

The present use of street cars is at the rate of two hundred and seven revenue pas- 
sengers per capita per annum. While the local company has been able to pay a fair 
return, due to economical operation, little praise can be given in connection with the 
condition of tracks, the rolling stock or operating schedule. 

The interurban line of the I. T. S. system crosses the city using the tracks of the local 
company. These larger cars materially add to the congestion of the downtown streets. 
It is possible to route the I. T. S. line through the union passenger station, around to the 
southeast of the city in conjunction with the railroad group, bringing Springfield’s local 
trains for the time being into the present station at Monroe Street. 


Recommendations: 


Chart No. 24 shows a comprehensive system of street car lines for the entire district 
of greater Springfield, utilizing as far as possible existing lines, removing superfluous lines, 
and extending into the outlying sections at fairly regular intervals. In all cases proposed 
lines are placed on main thoroughfares which are recommended to be widened sufficiently 
to accommodate double tracks and to provide in addition sufficient room for parked and 
moving vehicles. The system as shown constitutes 71.2 miles. This will necessitate 45.9 
miles of new line and 20 miles of second track, of which 11.3 would be new, or a total of 
57.2 miles of new track. 

While the plotted district of greater Springfield is planned to accommodate 200,000 
people at an average of twelve to the acre, long before this entire area is built up many 
sections of the city, especially apartment house districts, will have far greater population 
density. The car line routes have been designed with this in view. 

The following table shows comparisons between the present and proposed system, the 
last column being based upon a population of 200,000, which apparently will be reached by 
the time the complete layout recommended is needed. 


STREET CARS 71 
a 


Present Proposed 
System System 
Population per mile of line. . . 2... 2,140 2,800 
Population per mile of track . . . . . . 1,570 2,190 
Passengers per mile of linea year. . . . 428,000 840,000 
Rassengers per carimile 4. {9.53.0 4. a Be 6 
LUV eotrielit een eee renee $3. 000:000 $8,250,000 
Miles of track per square mile plotted . . 3.6 a 
Miles of track per square mile plotted ex- 
cluding park and forest preserve areas . 3.0 


The proposed investment would be divided in about the ratio of 6623% for way and 
structures and 33)4% for equipment. It is estimated that with a five cent fare, based on 
the present cost of labor, supplies and power, there would be a net return of approximately 
seven percent. This is based upon three hundred rides per capita per annum at an 
estimated population of two hundred thousand. It is quite probable that the point of three 
hundred rides per capita would be reached before all the lines shown would be required.* 

The immediate abandonment of lines on N. Seventh and Eleventh Streets is recom- 
mended, also on S. Eighth, W. Governor and Cedar Streets. These lines show considerable 
duplication of service. 

We recommend the extension of Carpenter Street line to N. Grand Avenue and thence 
to Starnes; the extension of a line to Mildred; the extension of S. Grand Avenue line to 
Tansey, and the Capitol Avenue line to Bergen Park, with possibly a line on Eighth Street 
from Black Avenue to the Fair Grounds and the operation of cars on the I. T. S. line to 
W. Grand Place. 

With the abandonment of lines and with extensions as described above, sections of 
the city now isolated will be served, approximately one and one-fourth miles of line will be 
saved and without doubt a larger number of rides per capita will be secured than is true 
now on the lines affected. 

With these changes, which will entail comparatively little expense, the transportation 
needs of the city will probably be taken care of for at least ten years, at which time the 
larger program can be undertaken and carried out by logical steps. 


Proposed Routing of Car Lines 


Following is a description of routes proposed for Greater Springfield, showing 
transfers to principal objective points in the city. (See Chart No. 24.) 
dine 2A”? 

Commence at Ash and Lincoln Streets, Ash to Noble, to S. Grand, to Lincoln, to and 
across Spring Creek, along new Cross Street and N. Eighth Street. 

Downtown—transfers on G, H, C, K, L. 

Union Station—transfers on C. G. H. 

Factory District—transfers on B, H, M. 


*NotTe: In 1920 Chicago street car and elevated systems combined, having a much 
longer haul, had 6.54 passengers per car mile and 360.9 rides per capita. 


V2 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


Line ‘‘B”’ 
East and west cross line on N. Grand Avenue. 
Downtown—N, K, L, P, J, E, H. 
Union Station—D, H. 
Factory District—Direct and E, J, D, F. 


JEP HANES: 

Begins on W. Washington Street to Glenwood, south to Monroe, to Eighteenth, to 
Jackson, to Twentieth Street, to Capitol, past Matheny Park to Monroe, to Livingstone, 
to Clear Lake Road, east to end. 

Downtown—Direct. 


Union Station—Direct. 
Factory District—D, E, F, H, J. 


line ave | 

Originates on new streets, two branches, southeast of Bunn Park to Eighteenth 
Street, to Washington, to Seventeenth, to Carpenter and new street to Ohio Street, to new 
streets in factory district. 

Downtown—N, C, G, H, J, E. 

Union Station—Direct. 

Factory District—Direct or B, H, J, M, E. 


Line Ee” 

Begins at present Bunn Park line on Fourteenth Street, to Ash, to Eleventh, to 
Jefferson, to Fourteenth, to Carpenter, to Fifteenth, to Sangamon Avenue, to new street 
along Chicago & Alton. 

Downtown—Direct, H, G, P, L, N, C. 

Union Station—C, G, H, D. 

Factory District—Direct, B, J, M, D, H. 


Ane: wie 
North and south cross line east side of Bergen Park, north from S. Grand Avenue. 
Downtown—N, C, H, J. 
Union Station—C, H. 
Factory District—Direct, H, B, J, M. 


Line “‘G”’ 

Originates west of south end of Country Club to present Country Club line at Laurel, 
to Noble, to S. Grand, to Walnut, to Allen, to Spring Street, to Monroe, to Eighteenth, to 
Jefferson, to Eleventh, to Washington, to Second, to Carpenter, to Rutledge, to Miller, to 
Lincoln, to Beardstown Road, thence northwest. 

Downtown—Direct. 


Union Station—Doirect. 
Factory District—H, D, J, E. 






, _ or 
@ Tone i rs 
we 7 


7 » y @ 
4 ; 
4 f D 
"a @ i wih D } ve : 







THE SPRINGFIELD ZAIN 


PROPOSED STREET RAILWAYS. 

TO BE ABANDONED % : 
INTERURBANSAS OI REE ty CARS. ce ) Pes: 
PROPOSED EXTENSIONS suususas oo ( 
ABANDONED INTERURBAN , a t \ 


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Cmca Ciurck Qeiildine 


CHART 24 


STREET CARS 73 





ee | 

Begins on W. South Grand to diagonal, to Washington Park, north to Lawrence, to 
Cook and Spring to Monroe, to Eighteenth, to Clear Lake Road, to new street along 
Illinois Central to North Grand Avenue. 

Downtown— Direct. 

Union Station—Direct. 

Factory District—Direct, D, E, B, J, F. 


veane. |]? 

Beginning in two branches, one on Jacksonville Road and one on St. Louis line of 
I. T. S. to Ash, to Spring, to Monroe, to Eleventh, to Jefferson, to Fourteenth, to Car- 
penter, to Fifteenth, to Ridgely Avenue to Starnes. 

Downtown— Direct. 

Union Station—C, G, H, D. 

Factory District—Direct, H, B, D, E. 


dines i’ 

Begins on new street at Chicago & Alton Railroad, south of Iles, to Jacksonville Road, 
to Third Street, to Ash, to Fifth, to Black Avenue, to Second Street, north and northwest 
TOMMITIC Ae 

Downtown— Direct. 

Union Station—C, G, H. 

Factory District—B, H, J, M. 


Line ‘*L”’ 

Begins in two branches in Mildred and west to Sanford Avenue and Tenth Street to 
Ash, to Fifth, to Washington, to Ninth, to Black Avenue, to Eighth across Spring Creek 
to Line “A”’. 

Downtown— Direct. 

Union Station—C, G, H. 

Factory District—H, J, B, M. 


Line ‘*M”’ 
Cross line on Sangamon Avenue from Line ‘‘A”’ to Line ‘‘F”’. 
Downtown—kK, L, P, E. 
Union Station—D. 
Factory District—Direct, E, D, F. 


Tine ‘*N”’ 
Begin on E. South Grand Avenue to Eleventh, to Washington, to Second, to Car- 
penter, to Rutledge, to N. Grand Avenue, to Walnut Street to Spring Creek. 
Downtown—Direct. 
Union Station—C, D, G, H. 
Factory District—D, E, F, H, J, B. 


74 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


inns 

Begin on road one-half mile north of Jacksonville Road to Lincoln Street, to Ash, to 
brickyard south of Tansey. 

Downtown—J, K, L, E. 

Union Station—D. 

Factory District—D, J, E. 


Dineen 

Begins at new city park at Sangamon River. Peoria Road to Ninth Street, to Wash- 
ington, to Fifth, to Monroe, to Eleventh, to Washington, to Ninth. 

Downtown— Direct. 

Union Station—C, G, H. 

Factory District—B, M, E, J, H. 


THE PARKING OF SPRINGFIELD 


ARKING, as exemplified by better forms of landscape embellishment, has always 

accompanied the best in city progress, and has shown in a most conclusive manner the 
character of the city as pertaining to culture, refinement, and desire for better things. 
There are few things which advertise a city so well and so widely as artistically arranged 
areas of land, strategically placed, where they may be seen by visitors and be used and 
enjoyed by city dwellers. 

The delight of European cities today lies in the parks and public grounds with their 
flowers, statuary, and fountains. In fact, their renown has been built up very largely by 
reason of the impression taken away by visitors who have many times restricted their 
inspection to these parks and public building groups. Paris, with her unparalleled parks 
and boulevards, has achieved renown such as to bring direct and tremendous returns in 
the way of tourist trade. The same may be said of other centers like Venice, Vienna, Rome 
or Florence. 

In a lesser degree, American cities have built up reputations through the attention 
they have paid to this branch of city building. The parks of Hartford, Connecticut, 
Minneapolis, Kansas City, Harrisburg and Chicago have made these cities outstanding and 
have resulted in direct and large financial benefits, indeed far outweighing the actual cost 
of these improvements. 

Parks stimulate a pride of city, without which there can be little real civic patriotism. 
So manifold are the benefits of parks that no city plan would be complete without their 
fullest consideration. Provision for open spaces for recreation is necessary to offset the 
artificial environment of city existence. This has been demonstrated repeatedly in health 
surveys and in the selection of young men for military service. 

The influence which parks exert in creating and establishing land values and in 
furnishing those amenities so necessary in urban life must go without challenge. 

As in all other factors in city building, not strictly connected with the bare necessities 
of work and existence, parks in American cities have suffered in attention during the 
formative period of this country and of its sporadic cities. 

During the last twenty years there has been a marked change in the consideration of 
adequate parking. Parks, together with art museums, better schools, churches, civic 
centers, water front improvement and better architecture, have marked a new order of 
things, an outgrowth of higher education, a broader outlook on life and the desire for those 
things which make life in cities worth while. 

Originally, parks were considered merely for their beauty, to be looked upon only as 
out-of-door pictures with trees, shrubs, flowers, water and landscape used as pigments. 
The necessity for open spaces in congested centers of population later changed this concep- 
tion and for a while the pendulum swung as far to the side of utility. The era that marked 
the development of.the playground idea was largely devoid of artistic consideration. 

Today we can safely say that the generally accepted standard in park design is a 
happy combination of these two ideas. The American city park as it is being planned 
today for the most part follows the accepted rules of art as pertaining to balance, propor- 
tion, mass, symmetry and color. Thus it becomes a picture in the truest sense of the word, 


75 


76 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


or rather a co-ordinated series of pictures, both as viewed from the outside looking into 
the park, and from many points of vantage in the interior. The grading of surfaces, the 
location of lakes and other water-ways, the curving of drives, the arrangement and location 
of planting masses and the development and framing of meadows, each to satisfy modern 
demands of landscape art, are carefully studied with respect to the same rules that apply 
in architecture, painting, or sculpture. 

On the other hand, good work in park design demands that areas shall provide the 
fullestinhuman use. They 
are, afterall, in the strictest 
sense, playgrounds. Water- 
ways are used for boating, 
skating and bathing; lawns 
are graded and arranged for 
tennis, roque or baseball; 
woodlands are used for pic- 
nicking; swimming pools 
are built, and gymnasium 
apparatus is installed. 

No institution of our 
cities is more democratic 
in its use than the typical 
American city park. To 

Beautiful natural terrain near Springfield supplement the medium 

sized neighborhood parks, 

often great areas of forest, stream and woodland are taken over by the municipality for 
camping, golf and general recreation. By reason of these forest preserves, the once 
accepted standard of one hundred people to the park acre no longer proves adequate. 

The movement which resulted in the building of playgrounds in nearly every large 
city is being modified by enlarging school grounds and thereby furnishing not only ample 
space for child play during the school season, but for both children and adults during the 
entire year. Modern school houses are designed with assembly halls fitted with a stage 
and dressing rooms where community activities such as banquets, concerts, amateur 
theatricals and public addresses may be held. By the use of larger school sites room is 
given for the extension of the buildings as needed from time to time to accommodate 
increased population, and there is provided opportunity to give an adequate setting to 
the school building. 

The park units of the city should form a system rather than a series of detached 
unrelated areas. They should be located in such positions that each will conveniently 
serve its own district. Each park should be arranged to furnish the ordinary requisites for 
community use and should be not over one-half mile from the farthest home in its zone of 
influence. Special features, such as swimming pools, fields provided with bleachers for 
baseball and football, and the like, may serve larger districts, while picnic groves, golf 
courses and camping sites may be less frequent and made to serve still larger zones. 





THE PARKING OF SPRINGFIELD fa 





The Park Situation In Spring field: 


Springfield is well supplied with medium sized park units. Altogether, the city 
possesses approximately one thousand acres of park land, practically all of which is 
developed. These park areas are also well distributed, each serving definite sections of 
the city. The parks of Springfield, however, are not connected by parkways or boulevards 
and are not supplemented by playgrounds, forest preserves, or outlying scenic drive- 
ways, all of which are needed to perfect the park system for Greater Springfield. 

Inasmuch as the parks of Springfield are all somewhat distant from the center of the 
city, there is a large area of congested territory which provides no facilities for play. In this 
central portion of the city there is practically no land free of buildings where play parks 
can be installed. It is, therefore, of even more importance that attention be given to 
enlarging the school grounds. 

The table on the following page shows the school situation as to available play 
space. 





Land to the southwest of the city lends itself to the development of 
Residential Parks 


78 


En- 
roll- 
ment 


School and Location 





BunN—13th & Division.. 291 
BUTLER — W. Grand & 


Laddrel es: ee ee 


Junior Hicgh—W. Adams 
& Collegen’s cons acne 


CONVERSE—S8th north of 
Bastman-co eee 


sya 


636 


DoucLtas—Mason & Rey- 


nolds east of Walnut... 393 


Dusotis — Washington 
Street & Lincoln Ave... 


Enos—Elliott & Bond... 


FEITSHANS 14th & 
Kansas eres. eee 


439 
584 


301 


HARVARD PARK — Yale 
Blvd. & Oberlin....... 


Hay Epwarps — Law- 
rence & Pasfheld...... 


IL—Es—15th & Laurel.... 


326 


654 
792 


LAWRENCE—2nd & Lau- 
612 


667 


LINCOLN—12th & Capitol 


MATHENY—22nd & Jack- 
PW 


538 
PALMER—13th & Mason. 676 


Pryor — 1% mile east of 
Fair Groundsss eee 


N. 8th & 


149 


RIDGELY — 
680 


STUART — S. Grand be- 
tween 6th & 7th...... 474 


Hicuo—Adams & Lewis. . 1868 


WANLESS—Cincinnati 
Streetevicctee chee 


Percent- 
age of 
District 
Built Up 


75% 


10% 


75% 


60% 


50% 
75% 


65% 


60% 
50% 


70% 
80% 


15% 


85% 
60% 


57% 


30% 


85% 


Present 
Total 
Area 

Syee Lig. 


136,500 


140,000 


124,000 


104,150 


240,000 


117,000 
185,000 


100,500 


233,000 


150,000 
91,800 


108,800 
90,500 


64,000 


109 ,000 
103,100 


62,700 


168,300 


105,600 
228,000 


74,400 
49,400 


Build- 
ing 
Area 
le hs 


9,500 


8,400 


20,000 


15,300 


22,100 


23,500 
20,900 


15,600 


5,600 


27,000 
22,100 


14,400 
17,200 


9,600 


15 300 
18,000 


3,040 


13,800 


10,600 
68,800 


4,400 
5,900 


Percent- 
age of 
Area 

Used By 

Building 


42% 


44% 


25% 


1277, 


32% 
60% 


64% 


62% 


36% 
53% 


58% 
65% 


47% 


56% 
65% 


64% 


48% 


52%, 


67% 
10% 


Present 
Play 
Area 

Sqart: 


57,500 


61,250 


26,250 


29,600 


38,000 
110,600 


64,000 


45,000 


54,400 
48,400 


19,000 
59,200 


30,000 


61,500 
67,000 


40,000 


80,000 


55,400 


50,000 
25,000 


Percent- Sq.Ft. 


EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


age of of Play Proposed 


Area 
Used 


Space 
Per 


Total 
Area 


for Play Child Sq. Ft. 


63% 


66% 


33% 


62% 


50% 
67% 


55% 
77% 


67% 
49% 


68% 
63% 


69% 


66% 
58% 


75% 


82% 


47% 


76% 
56% 


197 


382 


41 


75 


87 
190 


215 


138 


83 
61 


104 
89 


84 


114 
3 


268 


i, 


117 


170 


224,000 


280,000 


124,000 


131,250 


240,000 


165,000 
246,000 


100,500 


233,000 


336,000 
91,800 


190,200 
103,500 


160,000 


151,300 
103,100 


233,000 


336,600 


105,600 
291,000 


210,000 
98,800 


Proposed 
Play 
Area 

Sd .ket: 


140,000 


185,000 


43,000 


150,000 


83,000 
165,000 


55,000 


180,000 


225,000 
45,000 


130,000 
65,000 


110,000 


100,000 
60,000 


175,000 


275,000 


50,000 
75,000 


160,000 
55,000 





THE SPRINGFIELD PLAN 


-POPULATION MAP- 


fit SCHOOLS --- PARKS (a 
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CHART 30 


SCHOOL RECOMMENDATIONS 


(See Chart No. 7.) 
Bunn School: 


It is recommended that the remainder of the block on which this school is situated 
be acquired. Part of this area includes the end of Thirteenth Street which could be vacated. 
The size of the district, the enrollment and the percentage of the district built up would 
indicate that a larger building will be needed in the near future. 

We recommend the taking over of a portion of the block shown on the plan, in all 
totaling approximately two-thirds of this block. The land to be taken on is free from 
improvements. 

This is a new school, in a very sparsely built up section of the city, a section which, 
however, bids fair to become one of the better residential districts. 


Converse: 


It is recommended that the west line of the property be extended north to East Keyes 
Avenue and south to Eastman. 

This is an old school with a recent addition. It serves a large district and has one of 
the largest enrollments of the entire school system. Whereas children at present can play 
on unused ground to the north, this is a dump and will probably in time be inaccessible. 
The table shows forty-one square feet of play space per child, and the enlargement of the 
ground seems to be a pressing need. 


Dubots: 


It is recommended that the rest of the block to the south be taken as an addition to 
the grounds. This, in fact, will be none too large. The block on which the school is 
situated is small and it is estimated that the district is only fifty percent built up. 


Enos: 


We believe that the west line of the property should be continued south to West 
Calhoun Street. This would give an addition of six lots, on four of which a greenhouse 
is located. This will add 61,500 feet, or approximately thirty percent of the present 
area. 


Hay Edwards: 


This school at present has an exceptionally large enrollment. The building is old and 
probably will have to be replaced in the near future. The present area of play space as 
shown by the table gives but eighty-three square feet for each child. 

A much larger population may be expected in this district and this, together with the 
need of a new and larger school building, shows need for enlargement of the grounds. The 
only opportunity seems to be in crossing Chenery Street and taking over the entire block 
to the south. Unfortunately, this block is entirely built up with small homes. By taking 
over this block, however, West Chenery Street could be closed, thereby giving a fairly 
adequate site for the school. 


Ae) 


80 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


High School: 


Whereas the High School has a well equipped athletic field south of Capitol Avenue 
and is therefore provided with adequate athletic facilities, we believe the ground should be 
extended west as far as Parker Avenue. This is the only direction in which the building 
could be extended satisfactorily and provision for such extension undoubtedly should be 
made. Extension of the ground south to Monroe Street would involve the taking over of 
expensive improvements, which, however, may be necessary in the future. 

The High School athletic grounds ought to be provided with bleachers, dressing rooms, 
shower baths and toilet facilities. Aside from this the grounds should be made more 
attractive by means of planting. 


Iles: 


This site is obviously too small and the only feasible extension seems to be by crossing 
South Sixteenth Street and taking the one-half block to the east. This would be a make- 
shift arrangement, however, as it is unquestionably bad planning to place a playground for 
a grade school across a street. It is probable that a solution to this situation will be in 
installing a new school to supplement Iles, Feitshans, and Stuart, all of which are on 
small blocks. 


Lawrence: 


We recommend taking the rest of the block to the north, vacating East Spruce Street 
and extending the property to East Cedar Street. 

Lincoln: 

We recommend tak- 
ing the rest of the block as 
far as South Eleventh 
Street, thereby adding 
13,000 square feet. 

This is a new school 
and will have added im- 
portance with the proposed 
development of Capitol 
Avenue. The surroundings 
of this school should not 
be injured by the narrow 
strip of private buildings 
on the ground proposed to 
A cluttered approach to a splendid school be acquired. 





Matheny: 


This school is unquestionably built on a much too restricted area. Matheny Park 
directly to the north relieves the situation somewhat, but forces children to cross what 
may become an important thoroughfare and therefore introduces an element of danger, 
which should not be overlooked. 


SCHOOL RECOMMENDATIONS 81 


The right thing to do in this case unquestionably would be to take the rest of the 
block on which the school is situated. The frontage along Jackson Street, however, is built 
up and as an intermediate course it might be better to secure the south half of the block 
as shown. 


McClernand: 


We recommend extending the north line of this property to Fifth Street. This en- 
largement would necessitate the taking over of high priced property, but seems desirable 
in view of the fact that the plant occupies an important position in relation to the school 
system, is in a neighborhood where modern school facilities will be demanded and which is 
undoubtedly destined to increase greatly in population. This will necessitate the replacing 
of the old building with a modern structure of still larger dimensions. 


Ridgely: 

The Ridgely School 
grounds can be extended 
south to Griffiths Avenue. 
The school has a large at- 
tendance, but the district 
has about one-third its prob- 
able ultimate population. 
This school draws from a 
much larger district than its 


location would seem to 


warrant. Ample ground should be provided around all schools for playgrounds and for 
building extensions 





The school itself is cut 
off by the Alton Railroad, the Fair Grounds and Lincoln Park and unquestionably will 
have to be supplemented in the near future by another school farther to the north. 


Stearns: 


This school will have to be removed from its present location in case the factory dis- 
trict and classification yards are developed as proposed. 


Wanless: 


This school is in a new section of the city and the grounds while ample for present needs 
will have to be enlarged at no far remote date. The rest of the block should be secured. 


School Sites In the New Plotting: 


Suggested school sites are shown on the general plan in such locations as to serve 
districts of approximately one-quarter mile in radius. These in all cases occupy a full block 
and are placed at least one block distant from main thoroughfares. This is done to remove 
the schools from proximity to heavy traffic and street cars, and to preserve the more 
valuable frontage along these thoroughfares for other uses. 

In the acceptance of subdivision plats hereafter, careful attention should be paid to 
these reservations for future schools. At such times the School Board should prepare to 


82 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


take over the tracts designated and hold them vacant until such time as school buildings 
are needed. This will naturally result in a great saving of money, as compared with the 
usual practice of waiting until the land is built upon and then purchasing whatever sites 
happen to be available at the then greatly enhanced price. Not only does this policy 
result in paying far more for the property than would be true by using proper foresight, 
but it results many times in placing schools on lots which are entirely too small for the 
purpose. 


A PARK AND BOULEVARD SYSTEM FOR 
GREATER SPRINGFIELD 


(Sai No. 29 shows the present city of Springfield together with the enlarged area 
which will be involved in the city’s extension according to the general plan, and in 
addition shows the suggested impounding lake and a proposed driveway to the site where 
once stood the hamlet of New Salem so intimately associated with Lincoln’s early manhood. 

New Salem is now reached by country roads which in most cases follow section lines. 
There is an opportunity to reach this point by two routes, each more direct than afforded 
at present, as well as more interesting. 

These drives would be made to skirt along the bluffs and through the woodlands over- 
looking the Sangamon Valley, utilizing here and there stretches of present roadway and 
elsewhere following the routes laid out to the best advantage from the standpoint of grades 
and views. The proposed drive is shown on each side of the Sangamon, forming a loop 
comprising about forty miles as measured from the Court House at Springfield to New 
Salem and return. 

Much of the scenery along this drive can hardly be surpassed in the middle west. 
Most of the way the drives would be carried through woodland, while constantly there 
would be open to view broad vistas over the bottom lands of the Sangamon, framed by 
the wooded hillsides and ravines beyond. 

A scenic drive, such as described, could be built at little expense compared with such 
well known projects as the Columbia River Drive and that along the Palisades on the west 
side of the Hudson. No serious engineering problems would arise and the land required is 
comparatively inexpensive. Rarely is there an opportunity to build at so little cost a 
really magnificent driveway, reaching an objective of national significance. 


The Valley of Spring Creek: 


Spring Creek, flowing from the southwest to its confluence with the Sangamon, 
thrusts a deep valley across the entire northwest section of the city. The city sewers now 
empty into this creek making it extremely offensive. The valley is subject to frequent and 
severe floods and is in consequence naturally unsuitable for residences, factories, or any 
other department of city use. The valley is flanked by steep banks, to a large extent 
denuded of tree growth. 

Should the industrial growth of the city extend to the northeast and into the proposed 
factory district, as it is likely to do, this valley of Spring Creek would acquire considerable 
importance. It would form a natural and very effective barrier between this factory 
district and what would serve as a desirable location for homes. The city must in any 
event sooner or later cross the valley. 

If the valley should be retained by private ownership, there would be danger that it 
would be disposed of in cheap allotments resulting in a shack district having a depreciating 
effect on adjacent property, as well as subjecting people living in the valley to danger by 


floods. 
83 


84 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


By taking over the valley of Spring Creek as a municipal preserve, reforesting 
the area, carrying the sewage from the city through the valley in an intercepting sewer, 
and allowing the Creek to again flow in its original state, the conditions above mentioned, 
which may in time become a serious menace to the city’s beauty and healthfulness, 
will be obviated. 

While it is true that the fifteen hundred or more acres represented in such a preserve 
is not at this time needed by Springfield for park purposes, the day will come when such a 


\S NEW SALEM 


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PRESENT 
SPRINGFIE 


2 





CHART 29 
The Proposed Lake and Driveways to New Salem 


PROPOSED PARK AND BOULEVARD SYSTEMS 85 


great body of land, naturally beautiful and providing as it will great areas for golf, aero- 
plane landing fields, picnicking, and sports of all kinds, may be of inestimable value to 
the community. 


Banks of the Proposed Lake: 


The chart shows the flood line of the proposed lake for Springfield, previously alluded 
to in this report. This would follow the 530 contour and would cover approximately 
fifteen square miles. The lake would extend far around to the southeast of the city and 
into the South Fork and Sugar Creek Valleys. 

On the city side of this proposed lake would be a range of bluffs, forming an excellent 
situation for a lakeside drive and a parking strip extending to the water’s edge. Sucha 
drive would start presumably somewhat to the northeast of Bunn Park and would connect 
with the proposed forest preserve at Peoria Road. Even without the lake such a route for 
an outlying parkway would be exceedingly interesting and would serve to furnish a con- 
necting link in the proposed boulevards leading around the city. With the lake, however, 
such a driveway would be an exceedingly important part of the park system. 

The one thing that 
Springfield needs most 
from the standpoint of re- 
creation is a fine body of 
water, and while a lake 
along the Sangamon bot- 
toms is needed most of all 
to encourage Springfield’s 
growth and to insure the 
water supply necessary to. 
a great city, not the least 
of the benefits it would 
provide would be those 
having to dowith balancing 
Springfield’s recreational 

The Banks of the Sangamon facilities. Here would be 

formed a body of water 

large enough for the use of sail and motor boats, furnishing miles of excellent shore line 

for cottages, picnic and club grounds, besides furnishing a waterscape, which by all 
means should be made accessible by such a parkway as has been suggested. 

A similar project has already been carried out at Decatur, only a few miles away, 
which has without doubt fulfilled the most sanguine expectancy in regards to its value to 
the community. 

The mistake should not be made, however, of neglecting to secure for public use a 
goodly amount of the shore line. Once allowed to build up with cottages, such a shore will 
be difficult and expensive to secure, as is constantly being attested in so many cities. 





86 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 


The Proposed Encircling Boulevards: 

Chart No. 29 shows a suggested parkway con- 
necting the principal parks and entirely encircling 
the city. Starting from Bunn Park it would lead 
along the west shore of the proposed lake and 
thence up the valley of Spring Creek. This park- 
way would connect with the Fair Grounds and 
Lincoln Park, and a little farther to the south- 
west would extend through Camp Lincoln, and 
following up the little creek would reach Washing- 
ton Park. From here it would extend south past 
the golf club and, swinging to the eastward, would 
traverse beautifully wooded land along creek bot- 
toms, finally again reaching Bunn Park. 

This would form a driveway of some twenty- 
five miles, leading through and making accessible 
the present parks of the city, as well as opening to 
view the finest scenery around. 


Inner Boulevards: 


Connecting the above described encircling 
parkway with the heart of the city would be a 
series of proposed parkways consisting of First 

besser mre ss ile Street, Capitol Avenue, Jackson Street, Fifteenth 

Street, Williams Boulevard and Lowell and Hen- 

rietta Streets. These would give access into the city from all directions and would pro- 
vide fast traffic ways for pleasure vehicles. 

In cases, such as Lowell Avenue, Williams Boulevard and Bryn Mawr Boulevard, 
ample width is provided. Other streets to be used in this parkway system should be 
widened. In the case of First Street, Capitol Avenue and the suggested connection of 
Williams Boulevard with the Capitol Group, this widening will take on considerable 
importance and will necessitate large expense. | 

Capitol Avenue, on account of the proposed union station site and forming as it willa 
main approach to the heart of the city, deserves particular attention. For a distance of 
five blocks from the Capitol, or to Seventh Street, the problem of widening this thorough- 
fare is serious. Expensive buildings occupy the ground to the property line and any 
widening project would necessitate the tearing down of at least the fronts of these build- 
ings. Beyond Seventh Street the frontage is less valuable, and from this point to the union 
station at Eighteenth Street it is suggested that Capitol Avenue be widened to one hundred 
eighty feet. Most of the lots facing Capitol Avenue are one hundred fifty feet in depth. 
The removal of fifty feet on each side of the street would therefore shorten these lots to 
one hundred feet still providing depth enough for the character of buildings which will 
eventually seek such frontage, namely, high class apartments, hotels and shops. 

Under the proposed zoning ordinance these buildings would be allowed to use a large 





PROPOSED PARK AND BOULEVARD SYSTEM 87 


percentage of the area of the lot. Widened to one hundred eighty feet there would be 
given an opportunity for three drives, the center driveway for fast pleasure traffic and 
the two side driveways for heavier traffic. In addition, there would be ample space for 
sidewalks, trees, and for two parking strips. 

From Seventh Street to the Capitol it is suggested that Capitol Avenue be widened 
to one hundred twenty feet, removing twenty feet on each side. 

First Street from Monroe to Oak Ridge Cemetery would by the plan be widened to 
one hundred thirty feet, making room for two side drives and a center parking. First 
Street at present deviates somewhat from a straight line and in order to be made into a 
dignified avenue would have to be straightened as is shown on Chart No. 13. This would 
utilize Monument Avenue and meet the present entrance to the cemetery. 

Unfortunately, from the standpoint of architectural balance, the Lincoln Monument 
is not on the axis of this street. It is possible, however, that the entrance to the cemetery 
would be treated in some manner to furnish a sufficiently dignified terminus. 


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Plan showing proposed Municipal Group and Union Passenger Station with parkways 
connecting State Group, Lincoln Monument, Washington Park and the 
proposed site of the Governor's Mansion 


titel BUILDING GROUP 


PRINGFIELD has an opportunity to express by architectural splendor her rightful 

position as the capital of the State. To neglect this opportunity would not only show 

lack of proper city ideals on the part of Springfield’s inhabitants, but would be an index 
to an unprogressive spirit on the part of the citizens of the great commonwealth. 

If the Capitol is to remain in Springfield, and there seems neither inclination nor 
logical argument for its change, plans should be formulated without delay which when 
finally carried out will make the Capitol Group at Springfield an inspiring example of 
its kind. 

From a utilitarian standpoint the Capitol Group itself should be spacious. The 
departments of government are constantly becoming more multiplex and demanding of 
more commodious quarters. The Capitol building has already long since become too small, 
and the new Supreme Court building and Centennial building show the tendency toward 
providing for enlarged quarters. 

In time to come, other buildings will undoubtedly be needed to house the departments 
of agriculture, engineering, education and the state library. The first step is obviously to 
secure sufficient land around the present Capitol building to give ample sites and adequate 
settings for these buildings as they become needed. Only in this way can a harmonious 
and well balanced group be insured. 

The usual practice of waiting until a certain building is needed, then purchasing a 
site for it alone has proved in too many instances inimical to the satisfactory development 
of a state or municipal group. The controversies and bickerings which so often accompany 
such purchases dwarf in perspective the real policy to be followed and are apt to result in 
the securing of tracts too small and in many cases of improper location to bring about the 
desired results. 

The policy of securing ample grounds for the enlargement of the Capitol Group has 
received the well advised attention of Mr. Edgar Martin, State Architect, as well as that 
of several of his predecessors, and the Martin Plan, modified to fit into the larger 
scheme of the city plan, is earnestly recommended for adoption. 

We believe that the present grounds around the Capitol should be enlarged to include 
the following: the remainder of the block on which the Supreme Court building is situated; 
the block to the north of the Supreme Court; the entire block west of First Street and 
north of Monroe Street; two and one-half blocks as shown on the plan lying between 
College and Spring Streets and south of Monroe; and two full blocks south of the Capitol 
grounds between Edwards and Cook Streets. 


89 








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CHART 34—Bird’s-eye view of proposed Municipal Group 
Lincoln Monument, proposed site for Gok 


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gl Union Station with parkway connecting State Capitol, 
jaor's Mansion and Washington Park 





THE MUNICIPAL BUILDING GROUP AND 
THE LINCOLN HOME 


HE protection of the Lincoln Home against danger of fire, and the creation of a set- 

ting to this modest little cottage befitting its importance calls for drastic treatment. 

It is not enough to purchase and clear away one or two houses, but a landscape 
creation should be conceived and carried out which will not only protect the little home 
which means so much to Springfield and to the entire country, but which will cause it to 
be a part of a composition truly imposing in character. 

The plan calls for acquiring seven full blocks south of Capitol Avenue, together with 
one full block and two half blocks north of this thoroughfare and extending between 
Seventh and Tenth Streets. Fortunately, with a few exceptions, the land is occupied only 
by frame dwellings, and with the proposed removal of the Wabash Railroad there can be 
provided, with as little expense as would obtain almost anywhere else in the city, an area 
of sufficient size on which to erect around the Lincoln Home the municipal and semi- 





Plan of the Proposed Municipal Group around the Lincoln Home 
91 


92 EXTENSION AND IMPROVEMENT OF SPRINGFIELD, ILLINOIS 





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Study for Open Air Forum—Civic Center 








public buildings, other 
than those needed in the 
State Group, to form a 
magnificent and suitable 
civic center. 

The detailed plan and 
perspective of this project 
show the proposed city hall 
dominating the scheme. 
This would be placed on the 
block bounded by Ed- 
wards, Cook, Eighth and 
Ninth Streets. It is sug- 
gested that this building 
be set off by a campanile 
and connected by a water 
panel with an open air 


forum occupying the block between Capitol and Monroe Streets. 
The present library building could have room for extension in the half block to the east 
and would be balanced by a companion structure in the half block west of Ninth Street. 
Eighth and Ninth Streets would be relocated in order to widen the center panel and 


to provide a better approach to the Lincoln Home. 


By widening Capitol Avenue the civic center and the State Capitol Group would be 
tied with the union station. The effectiveness of this plan can hardly be visualized. The 
station would, in fact, become the very gateway to the city from which visitors to the busi- 
ness and hotel center would pass over an imposing parkway, past the civic group with 





Study for Water Panel—Cuivic Center 


THE MUNICIPAL BUILDING GROUP 93 


the dome of the Capitol in 
the distance. Capitol 
Avenue would assume the 
character which should ac- 
company such improve- 
ments and would unques- 
tionably result in enhanc- 
ing property values along 
its frontage, which would 
largely, if not quite, offset 
the cost of widening. Its 
connection through the 
Capitol Group to the pro- 
posed site of the Governor’s 
mansion, to Washington 
Parkand to the Lincoln 
omb Over bitst Street Detail Study—Civic Center 

would bring about an in- 

ternal system of parkways of striking beauty, as well as of great value from a traffic 
standpoint in forming thoroughfares over which fast moving pleasure traffic could ap- 
proach the center of the city. 

The widening of First Street to the Lincoln Monument is in keeping with the promi- 
nence that should be given to all things in Springfield connected with the ‘‘Great Emanci- 
pator.”’ It is entirely fitting, aside from bringing about an element of architectural balance 
to connect the Capitol Group by means of a beautiful avenue with the resting place of 
Lincoln. 





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Study for Plaza Entrance—Civic Center 





IN CONCLUSION 


ie has been a pleasure to work with the people of Springfield 
in the preparation of this program for the upbuilding of 
their city. 

While all the projects set forth herein may never be realized, 
a great good will come if they are but given serious consideration 
by the stockholders of the Springfield corporation, for thereby 
a new conception may be had of the city’s real purpose and 
possibilities. 

It may be expected then that the plan will be used intelli- 
gently to check and guide the growth which must inevitably 
take place. If the plan is used in this way, it is safe to assume 
that many of the common mistakes in city building will be 
guarded against and that this urban machine will by gradual 
stages become more efficient and satisfactory as the years go by. 

Respectfully submitted, 
Myron HowarpD WEST 











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